Chevrolet - Malibu - Workshop Manual - 2004 - 2004 (2)

Page 981 Fuel Gauge Sender: Specifications Page 8198 Disclaimer Page 404 10. Disconnect and remove the OnStar(R) jumper harness. Note: You will need to remove the short GPS cable from this jumper harness. 11. Untape the cell antenna coax from the body harness in the trunk. This will be necessary to provide adequate length to connect to the new VCIM. 12. Fasten three retainer clips (1) from the kit to the new bracket that is included in the kit, and position the VCIM to the bracket (2). 13. Install the three bolts from the kit. Tighten the bolts to 10 Nm (89 lb in). 14. Connect the new OnStar(R) jumper harness supplied in the kit to the VCIM (two white connectors on module). 15. Connect small GPS coax cable jumper harness supplied in the kit (end with blue plastic housing) to VCIM GPS connector. 16. Position the VCIM / bracket assembly to the studs. 17. Install the bracket nuts saved from the Removal Procedure above to the VCIM / bracket assembly mounting studs. Tighten the nuts to 4 Nm (35 lb in). 18. Connect the new OnStar(R) jumper harness to the body wiring harness (C410 connector). 19. Connect small coax cable jumper from VCIM to the OnStar(R) Global Positioning Satellite (GPS) antenna coaxial cable at the connector previously left in the vehicle (short jumper removed from old harness in step 5.10). 20. Connect the cellular coaxial cable previously left in vehicle to the OnStar(R) VCIM. 21. Verify that all harnesses are properly secured in vehicle. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. 1. Connect the Tech2(R) to the vehicle. Page 5342 5. Remove the 4 insulator bolts that attach the BPMV to the bracket. 6. Carefully lift the brake modulator assembly just enough to clear the bracket, then support the assembly. 7. Remove the bracket from the vehicle. Installation Procedure 1. Install the bracket to the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 insulator bolts. ^ Tighten the bolts to 10 Nm (86 inch lbs.). 3. Install the 3 nuts that attach the bracket to the left front wheelhouse. ^ Tighten the nuts to 10 Nm (86 inch lbs.). 4. Install the left front tire and wheel assembly. 5. Lower the vehicle. Page 3215 Body Control Module - C1 Part 6 Page 5294 Parts Information Parts required to complete this recall are to be obtained from General Motors Service Parts Operations (GMSPO). Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall Claim with the information shown. Customer Notification General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Dealer Recall Responsibility -- For US The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All Page 4201 Page 6411 Multiple Junction Connector: Diagrams C300 - C320 C300 Body Harness To Drivers Seat Harness Part 1 Page 786 Instrument Panel Page 6889 7. Wipe off any excessive grease on the intermediate shaft to avoid damage from drips on the carpet. 8. Install the instrument panel insulator panel - left side. 9. Verify that the noise is no longer present. Condition 2 There may be interference between the clamp and the steering gear input shaft. The clamp is beveled and if forced down on the input shaft too hard, it may cause a loose fit with the intermediate shaft to input shaft joint. Correction 2 To correct this condition, perform the following steps: 1. Remove the intermediate shaft pinch bolt at the steering gear end. 2. Install a new bolt, GM P/N 07845238, but do not tighten the bolt at this time. 3. Pry the clamp up using a pry bar to position the bolt into the upper part of the groove as shown above. This will position the clamp off the bevel. 4. While keeping the clamp in the upper position, tighten the bolt. Tighten Tighten the bolt to 49 Nm (36 lb ft). 5. Verify that the clunk noise is no longer present. Condition 3 Important This condition ONLY applies to 2004-2007 Chevrolet Malibu/Maxx and 2005-2007 Pontiac G6. Some customers may comment on a knocking or rattling type noise from the front of the vehicle when driven at low speeds and over bumps. The noise only occurs when the steering wheel is in the straight ahead position and sounds like the noise is in the left suspension of the vehicle or directly in front of the driver. Correction 3 1. Ensure the noise is not caused by Condition # 1. 2. Determine the source of the noise. Install the chassis ears at the following locations: - sway bar link - one side at a time - upper strut mount - one side at a time - steering gear near the pinion area - base of the steering column housing - radiator surge tank 3. If the noise is coming from the upper strut mount or sway bar link, replace as necessary and retest. 4. For 2004-2006 Chevrolet and Pontiac model year vehicles, the noise may be coming from the radiator surge tank area. (The 2007 model year vehicles use a different style radiator surge tank - refer to Step 9.) 5. If the noise is coming from the radiator surge tank, release the two retaining tabs holding the radiator surge tank and reposition the tank away from the attaching bracket and isolate with closed cell foam. 6. Cut three pieces of closed cell foam, P/N P46515 (or equivalent), into 25 mm (1 in) by 102 mm (4 in) pieces. 7. Cut two pieces of closed cell foam into 25 mm (1 in) by 6 mm (1/4 in) pieces. Page 2995 Left Rear Of Engine Page 5471 5. Install the brake pad retainers (2) to the brake caliper mounting bracket (3). 6. Install the brake pads (1) to the brake caliper mounting bracket (3). 7. Pivot the brake caliper downward, over the brake pads and into the caliper bracket. Notice: Refer to Fastener Notice in Service Precautions. 8. Install the brake caliper guide pin bolt to the brake caliper guide pin. ^ Tighten the brake caliper guide pin bolt to 35 Nm (26 ft. lbs.). 9. Install the tire and wheel assembly. 10. Lower the vehicle. 11. With the engine OFF, gradually apply the brake pedal to approximately 2/3 of its travel distance. 12. Slowly release the brake pedal. 13. Wait 15 seconds, then repeat steps 15 and 16 until a firm brake pedal apply is obtained; this will properly seat the brake caliper pistons and brake pads. 14. Fill the brake master cylinder reservoir to the proper level. 15. Apply and release the park brake pedal 4 times. 16. Burnish the pads and rotors. Page 697 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 4853 4. Install the indicator bulb by inserting and rotating one-quarter turn. 5. Install the park lock cable onto the control assembly. 6. Connect the park lock cable onto the control assembly pin. Page 6015 Fuse Block: Service and Repair UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE Left Side Of Core Support 1. Remove the battery. 2. Remove the fasteners retaining the positive battery cable leads to the underhood electrical center, then reposition the cable lead away from the electrical center. 3. Remove the electrical center cover. 4. Remove all of the fuses and the relays. Page 1187 Heated Oxyged Sensor (HO2S) Bank 1 Sensor 2 Page 979 5. Disengage the fuel feed line from the retaining features built into the fuel tank. 6. Using the J 45722 tool and a long breaker-bar, unlock the fuel sender lock ring. 7. Remove the sender unit and check for possible interference between the internal vent tube and the sender float arm. 8. Take the sender vent line and turn it around to the side of the fuel tank sender. Make sure to rotate the vapor line to the spring guide bar. Important Cut off ANY excess tie strap. Make sure material doesn't fall into the fuel tank. 9. Add tie strap, GM P/N 12337820 (note that this is a fuel compatible material), to prevent the vapor line from rotating forward and allowing the pipe to interfere with the fuel level float. 10. Install an O-ring seal, GM P/N 22682111, onto the fuel sender. 11. Install the fuel sender assembly into the fuel tank. 12. Using the J 45722, install the fuel sender lock ring. Turn the fuel sender lock ring in a clockwise direction. 13. Turn the lock ring until the ring seats on the second detent. 14. Engage the fuel feed line to the retaining features built into the fuel tank. 15. Connect the EVAP vapor line quick connect fittings. Refer to Plastic Collar Quick Connect Fitting Service in SI. 16. Connect the fuel pressure sensor and sender electrical connections. 17. Install the fuel tank. Refer to Fuel Tank Replacement in SI. Page 2430 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6724 6. Remove the garnish molding from the right upper lock pillar. 7. Remove the connector position assurance (CPA) from the roof rail module-right connector. 8. Disconnect the roof rail module-right connector from the vehicle harness connector. 9. Remove the passenger/right outer trim cover from the I/P (3). 10. Remove the CPA from the I/P module connector (1). 11. Disconnect the I/P module connector (1) from the vehicle harness connector (2). 12. Remove the lower right center pillar trim. 13. Remove the CPA from seat belt pretensioner-RF connector. 14. Disconnect the seat belt pretensioner-RF connector from the vehicle harness connector. Page 5231 Page 5469 6. Remove the wheel nuts retaining the brake rotor to the hub. 7. Install the tire and wheel assembly. 3. Lower the vehicle. 9. With the engine OFF, gradually apply the brake pedal approximately 2/3 of its travel distance. 10. Slowly release the brake pedal. 11. Wait 15 seconds, then gradually apply the brake pedal approximately 2/3 of its travel distance again until a firm brake pedal apply is obtained. This will properly seat the brake caliper pistons and brake pads. 12. Fill the master cylinder auxiliary reservoir to the proper level. 13. Burnish the pads and rotors. Rear Brake Pads Replacement- Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, no brake fluid needs to be removed from the reservoir before proceeding. 3. Raise and suitably support the vehicle. 4. Remove the tire and wheel assembly. 5. Install a large C-clamp over the body of the brake caliper with the C-clamp ends against the rear of the caliper body and against the outboard brake pad. 6. Tighten the C-clamp until the caliper piston is compressed into the caliper bore enough to allow the caliper to slide past the brake rotor. 7. Remove the C-clamp from the caliper. 8. Remove the lower brake caliper guide pin bolt. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Steering - Increased Cold Start Up Steering Effort Control Arm: All Technical Service Bulletins Steering - Increased Cold Start Up Steering Effort Bulletin No.: 05-02-32-001C Date: January 17, 2007 TECHNICAL Subject: Increased Steering Effort on Cold Start-up (Replace Lower Control Arms) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to revise the labor time information. Please discard Corporate Bulletin Number 05-02-32-001B (Section 02 - Steering). Condition Some customers may comment on increased steering effort for a few seconds just after starting the vehicle. This condition occurs when the outside temperatures are under 10°F (-12°C). This condition is short in duration and does not set a code. In many instances, it will not be possible to duplicate the customer's concern unless temperatures are below 10°F (-12°C). Cause This condition may be caused by additional resistance in the lower control arm ball stud when cold. Correction To aid in installation of the lower control arms, loosely start all bolts to hold the assembly in place and then tighten to the correct torque specification. On the right side of the vehicle, it is necessary to remove the wheel well splash shield and the engine splash shield. REPLACE BOTH FRONT SUSPENSION LOWER CONTROL ARMS. Refer to Lower Control Arm Replacement in SI. Parts Information Warranty Information Page 3481 For vehicles repairs under warranty, use the table. Disclaimer Locations Manifold Pressure/Vacuum Sensor: Locations Top Rear Of Engine Page 4969 positive identification and location of individual parts: Valve Body Spring and Bore Plug Chart (Metric) Page 162 DTC B2476 04: Cellular Phone Select Service Switch Open Circuit DTC B2476 59: Cellular Phone Select Service Switch Stuck Button DTC B2482 00: Cellular Phone Select Service Switch Range/Performance Circuit Short to Ground Open / High Resistance Short to Voltage Signal Performance Circuit/System Description The OnStar(R) button assembly consists of 3 buttons, Call/Answer, OnStar(R) Call Center, and OnStar(R) Emergency. The vehicle communication interface module (VCIM) supplies the OnStar(R) button assembly with 10 volts via the keypad supply voltage circuit. Each of the buttons, when pressed, completes the circuit across a resistor allowing a specific voltage to be returned to the VCIM over the keypad signal circuit. Depending upon the voltage range returned, the VCIM is able to identify which button has been activated. Conditions for Running the DTCs The ignition is ON. System voltage is between 9 - 16 volts. Conditions for Setting the DTCs B2476 04: The VCIM detects an open/high resistance on the keypad supply voltage circuit. B2482 and B2476 59: The VCIM detects a valid signal on the keypad signal circuit for more than 15 seconds. If one of the OnStar(R) buttons is held or stuck for 15 seconds or more, the VCIM will set these DTCs. Action Taken When the DTCs Set The OnStar(R) status LED turns red. No calls can be placed. The VCIM will ignore all inputs from the OnStar® button assembly. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 100 consecutive malfunction-free ignition cycles have occurred. Page 1389 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 9 Page 509 Body Controls - BCM Cross Platform Functionality Body Control Module: All Technical Service Bulletins Body Controls - BCM Cross Platform Functionality INFORMATION Bulletin No.: 09-08-47-002 Date: November 17, 2009 Subject: Information on Body Control Module (BCM) Functionality Across Vehicle Lines Models: 2004-2010 Chevrolet Malibu 2008 Chevrolet Malibu Classic 2005-2010 Chevrolet Cobalt 2006-2010 Chevrolet HHR 2005-2009 Pontiac G6 2006-2009 Pontiac Solstice 2007-2009 Saturn AURA, SKY The purpose of this bulletin is to address the unique differences in Body Control Module (BCM) functionality of the affected vehicles. Many electrical functions on these vehicles do not directly involve the BCM, even though they may on other vehicles. The cooling fans, for example, are controlled by the engine control module (ECM) on the Malibu, but are controlled by the BCM on the Impala. The BCM is primarily a gateway between the high- and low-speed GMLAN serial data buses on the above listed vehicles. Functions That Do Not Involve the BCM The following list of features and functions are not controlled or dependent on the BCM: Important The BCM should NOT be replaced for conditions in these areas. - Cooling fans - Clock display - Radio display - Power mirrors - OnStar(R) - Rear wiper (on Malibu Maxx) - Warning lamps - Malfunction indicator lamp (MIL) - Driver seat belt reminder light and chime - Power windows Important The BCM also acts as a power distribution center and may provide a fused battery feed to the modules that actually do control the above functions. Do not assume a similar control module issue will apply to different vehicle lines. Refer to SI for the appropriate description and operation and diagnostic information. Disclaimer Page 8244 High OR Low The above conditions are met for more than 3 seconds. Circuit/System Verification These DTCs cannot be retrieved with a current status. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. An intermittent condition is likely to be caused by a short on the Class 2 serial data circuit. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. DTC B2455 DTC Descriptors DTC B2455 01: Cellular Phone Microphone Circuit Short to Battery DTC B2455 02: Cellular Phone Microphone Circuit Short to Ground DTC B2455 04: Cellular Phone Microphone Circuit Open Circuit Circuit/System Description Without RPO UAV The vehicle communication interface module (VCIM) uses the cellular phone microphone to allow driver communication with OnStar(R). With RPO UAV The vehicle communication interface module (VCIM) and navigation radio use the cellular phone microphone to allow driver communication with OnStar(R), as well as to operate the voice recognition/voice guidance feature of the navigation radio. Conditions for Running the DTC The ignition is in RUN or ACC position. System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 10 seconds. Conditions for Setting the DTC B2455 01: A short to battery is detected on the cellular microphone signal circuit. B2455 02: A short to ground is detected on the cellular microphone signal circuit. B2455 04: An open circuit is detected on the cellular microphone signal circuit. Action Taken When the DTC Sets The VCIM and/or navigation radio (RPO UAV) will not receive any signal from the microphone. The OnStar(R) status LED turns red. Voice recognition will not function. Conditions for Clearing the DTC Page 2464 14. Remove the engine front cover gasket. 15. Clean and inspect the engine front cover. 16. If replacing the engine front cover, remove the drive belt shield bolt and the drive belt shield. 17. If replacing the engine front cover remove the water pump. 18. If replacing the engine front cover, remove the 24X CKP sensor. Installation Procedure 1. If removed, install the 24X CKP sensor. 2. If removed install the water pump. Notice: Refer to Fastener Notice in Service Precautions. Page 4202 Page 4945 Left Side Control Valve Body Assembly Page 3399 Steps 16-19 The numbers below refer to the step numbers on the diagnostic table. 2. A partial malfunction in the high speed GMLAN serial data circuits uses a different procedure from a total malfunction of the high speed GMLAN data circuits. Refer to Data Link References to identify which modules communicate on the high speed GMLAN serial data circuits. See: Scan Tool Testing and Procedures 3. The DTC U2100 may be retrieved with a history status, but is not the cause of the present condition. 8. Data link connector terminals 6 and 14 provide the connection to the GMLAN serial data high circuit and the GMLAN serial data low circuit respectively. 17. The communication malfunction may have prevented diagnosis of the customer complaint. Scan Tool Does Not Communicate With Low Speed GMLAN Device SCAN TOOL DOES NOT COMMUNICATE WITH LOW SPEED GMLAN DEVICE Modules connected to the low speed GMLAN serial data circuits monitor for serial data communications on the low speed GMLAN network during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module detects a bus-off condition, DTC U2100 will be set. These DTCs can be retrieved as history only. The engine will not start when there is a total malfunction of the low speed GMLAN serial data circuits while the engine is not running. The following conditions may cause a total loss of low speed GMLAN data communication: Any of the low speed GMLAN serial data circuits shorted to ground or voltage - A module internal malfunction that causes a short to voltage or ground on the low speed GMLAN circuits TEST DESCRIPTION Locations Relay Box: Locations Left Side Of Core Support The Fuse/Relay Block is located under the hood in the junction block. Fuse Block - Rear Label Relay Box: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Locations Left Side of HVAC Case Page 7497 Parts Information Important The Cooling Coil Coating listed below is the only GM approved product for use under warranty as an evaporator core disinfectant and for the long term control of evaporator core microbial growth. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 8188 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness approx. 100 mm (4 in) from H2-9, fit the cable tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the bracket. Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and secure with cable tie. 13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 14. Fit the ground cable to the battery's negative terminal. 15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging system - Adjustment/Replacement. Important: Follow Tech 2(R) on-screen instructions. 16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and Operation - Add/Remove. 2000-2004 Saab 9-5 2000-2004 Saab 9-5 Page 2405 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Page 4695 For vehicles repaired under warranty, use the table. Disclaimer Page 4640 Disclaimer A/T - 4L60/65E, No Reverse/2nd or 4th Gear Sun Gear: All Technical Service Bulletins A/T - 4L60/65E, No Reverse/2nd or 4th Gear TECHNICAL Bulletin No.: 00-07-30-022D Date: June 10, 2008 Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust Heat Treated Parts) Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2 with 4L60/65-E Automatic Transmission (RPOs M30 or M32) Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a no reverse, no second or no fourth gear condition. First and third gears will operate properly. Cause The reaction sun gear (673) may not hold inside the reaction sun shell (670). Correction Important: There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the 2001 model year and prior that make use of a reaction shaft to shell thrust washer: ^ The sun shell can be identified by four square holes used to retain the thrust washer. Use reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun shell: It is possible that some 2001 and prior model year vehicles have had previous service to the reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns 24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A) and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below should also be used. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Follow the service procedure below for diagnosis and correction of the no reverse, no second, no forth condition. Important: If metallic debris is found on the transmission magnet, the transmission must be completely disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal transmission components. This should not be confused with typical "normal" fine particles found on all transmission magnets. Failure to properly clean the transmission case and internal components may lead to additional repeat repairs. 1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 825141. Page 1392 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 49 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 7480 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 8008 Page 2765 For vehicles repairs under warranty, use the table. Disclaimer Page 150 Page 3268 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The CKP sensor is a three wire sensor based on the magneto resistive principle. A magneto resistive sensor uses two magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The CKP sensor returns a digital ON/OFF pulse 24 times per crankshaft revolution. The pulse width encoding pattern is used to synchronize the coil firing sequence with the crankshaft position. The CKP sensor is used for ignition timing, fuel injector timing, misfire diagnostics, and tachometer display. The PCM supplies a 12-volt reference, a low reference, and a medium resolution engine speed signal circuit to the CKP sensor. Page 2856 Body Control Module - C4 Part 5 Page 5953 Auxiliary Power Outlet - Front (With RPO Code w/o NW7, NW9) Electrical - Various Electrical Systems Malfunctions Wiring Harness: All Technical Service Bulletins Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 2286 Test 1-11 Diagnostic Aids The accessory drive components can have an affect on engine vibration. Such as, but not limited to, the A/C system over charged, or an extra load on the generator. To help identify an intermittent or an improper condition, vary the loads on the accessory drive components. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom such as the exhaust system, or the drivetrain. 3. This test is to verify that the drive belts or accessory drive components may be causing the vibration. When removing the drive belt, the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. The drive belts may cause a vibration. While the drive belts are removed, this is the best time to inspect the condition of the belt. 6. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. 8. This step should only be performed if the fan is driven by the drive belt. Inspect the engine cooling fan for bent, twisted, loose, or cracked blades. Inspect the fan clutch for smoothness, ease of turning. Inspect for a bent fan shaft or bent mounting flange. 9. This step should only be performed if the water pump is driven by the drive belt. Inspect the water pump shaft for being bent. Also inspect the water pump bearings for smoothness and excessive play. Compare the water pump with a known good water pump. 10. Accessory drive component brackets that are bent, cracked, or loose may put extra strain on that accessory component causing it to vibrate. Drive Belt Whine Drive Belt Whine Diagnosis Page 371 Involved are certain vehicles within the VIN breakpoints shown above. PARTS INFORMATION -- Saab US Only Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Diagrams Cellular Microphone Page 7370 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 3539 Body Control Module - C1 Part 3 Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 3346 Page 4323 1. Route the shift lock control solenoid through the opening in the front of the control assembly. 2. Attach the ball-sockets to the control assembly body and the shift-lock control lever. 3. Connect the electrical connector to the Shift Lock Control Solenoid. 4. Install the automatic transaxle control assembly. Page 8333 Disclaimer Specifications Compression Check: Specifications The lowest reading should not be less than 70 percent of the highest reading. No cylinder reading should be less than 689 kPa (100 psi) Page 2378 Intake Manifold: Service and Repair Upper Intake Manifold Replacement Intake Manifold Replacement- Upper Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the vacuum hoses from the following: ^ Evaporative emissions (EVAP) canister purge valve ^ Manifold vacuum source ^ Brake booster ^ Heater and air conditioning source 3. Disconnect the electrical connectors from the following: ^ Exhaust gas recirculation (EGR) valve ^ Mass air flow (MAP) sensor ^ Intake air temperature (IAT) sensor ^ Electronic throttle control ^ EVAP canister purge valve 4. Remove the air cleaner intake duct. 5. Drain the cooling system. 6. Remove the left side spark plug wires from the spark plugs. 7. Remove the following wiring harnesses from the retainers: ^ Camshaft position (GMP) sensor wiring harness ^ Left side spark plug wire harness ^ Engine wiring harness 8. Remove the ignition coil bracket with the coils. 9. Remove the EVAP canister purge valve. 10. Remove the manifold absolute pressure (MAP) sensor and the bracket. 11. Remove the EGR valve. 12. Remove the upper intake manifold bolts and the stud. Page 3831 Fuel: Technical Service Bulletins Fuel System - E85 Fuel Usage Precautions Bulletin No.: 05-06-04-035C Date: July 30, 2007 INFORMATION Subject: Usage of E85 Fuels in GM Vehicles Models: 1997-2008 GM Passenger Cars and Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 1997-2008 Isuzu NPR Commercial Medium Duty Trucks 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add the 2008 model year and additional engines with E85 capability. Please discard Corporate Bulletin Number 05-06-04-035B (Section 06 Engine/Propulsion System). Customer Interest in E85 Fuel As the retail price of gasoline increases, some locations in the country are seeing price differentials between regular gasoline and E85 where E85 is selling for substantially less than regular grade gasoline. One result of this is that some customers have inquired if they are able to use E85 fuel in non-E85 compatible vehicles. Only vehicles designated for use with E85 should use E85 blended fuel. E85 compatibility is designated for vehicles that are certified to run on up to 85% ethanol and 15% gasoline. All other gasoline engines are designed to run on fuel that contains no more than 10% ethanol. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. Using E85 Fuels in Non-Compatible Vehicles General Motors is aware of an increased number of cases where customers have fueled non-FlexFuel designated vehicles with E85. Fueling non-FlexFuel designated vehicles with E85, or with fuels where the concentration of ethanol exceeds the ASTM specification of 10%, will result in one or more of the following conditions: Lean Driveability concerns such as hesitations, sags and/or possible stalling. SES lights due to OBD codes. Fuel Trim codes P0171 and/or P0174. Misfire codes (P0300). Various 02 sensor codes. Disabled traction control or Stability System disabled messages. Harsh/Firm transmission shifts. Fuel system and/or engine mechanical component degradation. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. If the dealer suspects that a non-FlexFuel designated vehicle brought in for service has been fueled with E85, the fuel in the vehicle's tank should be checked for alcohol content with tool J 44175. If the alcohol content exceeds 10% the fuel should be drained and the vehicle refilled with gasoline - preferably one of the Top Tier brands. Page 983 Fuel Gauge Sender: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the Class II circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 5845 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 6995 7. Wipe off any excessive grease on the intermediate shaft to avoid damage from drips on the carpet. 8. Install the instrument panel insulator panel - left side. 9. Verify that the noise is no longer present. Condition 2 There may be interference between the clamp and the steering gear input shaft. The clamp is beveled and if forced down on the input shaft too hard, it may cause a loose fit with the intermediate shaft to input shaft joint. Correction 2 To correct this condition, perform the following steps: 1. Remove the intermediate shaft pinch bolt at the steering gear end. 2. Install a new bolt, GM P/N 07845238, but do not tighten the bolt at this time. 3. Pry the clamp up using a pry bar to position the bolt into the upper part of the groove as shown above. This will position the clamp off the bevel. 4. While keeping the clamp in the upper position, tighten the bolt. Tighten Tighten the bolt to 49 Nm (36 lb ft). 5. Verify that the clunk noise is no longer present. Condition 3 Important This condition ONLY applies to 2004-2007 Chevrolet Malibu/Maxx and 2005-2007 Pontiac G6. Some customers may comment on a knocking or rattling type noise from the front of the vehicle when driven at low speeds and over bumps. The noise only occurs when the steering wheel is in the straight ahead position and sounds like the noise is in the left suspension of the vehicle or directly in front of the driver. Correction 3 1. Ensure the noise is not caused by Condition # 1. 2. Determine the source of the noise. Install the chassis ears at the following locations: - sway bar link - one side at a time - upper strut mount - one side at a time - steering gear near the pinion area - base of the steering column housing - radiator surge tank 3. If the noise is coming from the upper strut mount or sway bar link, replace as necessary and retest. 4. For 2004-2006 Chevrolet and Pontiac model year vehicles, the noise may be coming from the radiator surge tank area. (The 2007 model year vehicles use a different style radiator surge tank - refer to Step 9.) 5. If the noise is coming from the radiator surge tank, release the two retaining tabs holding the radiator surge tank and reposition the tank away from the attaching bracket and isolate with closed cell foam. 6. Cut three pieces of closed cell foam, P/N P46515 (or equivalent), into 25 mm (1 in) by 102 mm (4 in) pieces. 7. Cut two pieces of closed cell foam into 25 mm (1 in) by 6 mm (1/4 in) pieces. Page 6463 C651 Headliner Harness To Body Harness Brakes - Wheel Cylinder Inspection Guidelines Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines Bulletin No.: 03-05-24-001A Date: March 21, 2005 INFORMATION Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles with Rear Drum Brakes Supercede: This bulletin is being revised add model years and include all GM vehicles. Please discard Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension). This bulletin provides information on proper inspection of rear drum brake wheel cylinders. Important: It is not recommended that dust boots be removed during inspection processes as dirt and debris could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In addition, most bores should look damp and some lubricant may drip out from under the boot as a result of lubricant being present. All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends of the cylinder under the dust boot. Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder. However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder, it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the Wheel Cylinder Replacement procedures in the appropriate Service Manual.) Disclaimer Electrical - Erratic Electrical Component Operation Wiring Harness: Customer Interest Electrical - Erratic Electrical Component Operation Bulletin No.: 04-08-45-009 Date: September 02, 2004 TECHNICAL Subject: Various Electrical Concerns - Intermittently Functioning or Inoperative Component (Repair Wire Harness) Models: 2004 Chevrolet Malibu Condition Exhaust System - Loud Pinging Noise On Cool Down Exhaust Resonator: All Technical Service Bulletins Exhaust System - Loud Pinging Noise On Cool Down Bulletin No.: 06-06-05-002 Date: April 05, 2006 TECHNICAL Subject: Exhaust System Noise/Leak or Pinging Type Noise While Vehicle Cools Down (Replace Exhaust Resonator Assembly) Models: 2004-2005 Chevrolet Malibu, Malibu Maxx with 3.5L V6 Engine (VIN 8 - RPO LX9) Condition Some customers may comment on a loud exhaust noise or a pinging type noise that can be heard after the vehicle is shut off and cooling down. Cause This condition may be caused by premature failure of the resonator due to thermal cycling. The resonator end caps may split open. The internal resonator design has a solid pipe through it that would expand quicker than the external shell and eventually crack out the ends. Correction Replace only the resonator assembly following the procedure listed below. DO NOT replace the complete exhaust system for this condition. This new resonator has incorporated a slip joint internal pipe design to reduce thermal stresses. 1. Raise and suitably support the vehicle. 2. Cut the resonator outlet pipe as close to the weld as possible. The best way to do this is with a hacksaw. 3. Remove the catalytic converter down pipe to the resonator nuts. 4. Remove the resonator from the hanger. 5. Remove the exhaust flange gasket. 6. File down the cut exhaust pipe to remove any burrs. 7. Install the new exhaust flange gasket. 8. Install the new resonator assembly to the hanger. 9. Connect the resonator outlet pipe and install the clamp. 10. Install the catalytic converter down pipe to the resonator nuts. Tighten Tighten the nuts to 30 Nm (22 lb ft). 11. Lower the vehicle. Page 6495 Application Table Part 2 Page 7536 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4744 4. Remove the output axle seal. 5. Use the J 41227 to remove the sleeve from the output axle. Installation Procedure Important: The output axle shaft sleeve and seal must be replaced together. DO NOT replace the sleeve or seal separately. 1. Use the J 41228 to install a new sleeve on the output axle shaft. Ensure that the collet is located in the snap ring groove when installing. Page 6615 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Page 7984 Driver Seat Page 779 Brake Pedal Position Sensor Page 1021 Fog Lamp Switch Page 7746 18. Bend flat the twisted connection. 19. Secure and insulate the 3 wire connection to deployment harness using electrical tape. 20. Connect the deployment harness to the steering wheel module in-line connector. 21. Route the deployment harness out of the driver side of the vehicle. Page 2543 Coolant: Fluid Type Specifications ENGINE COOLANT The cooling system in your vehicle is filled with DEX-COOL engine coolant. This coolant is designed to remain in your vehicle for 5 years or 150,000 miles (240 000 km), whichever occurs first, if you add only DEX-COOL extended life coolant. A 50/50 mixture of clean, drinkable water and DEX-COOL coolant will: ^ Give freezing protection down to -34°F (-37°C). ^ Give boiling protection up to 265°F (129°C). ^ Protect against rust and corrosion. ^ Help keep the proper engine temperature. ^ Let the warning lights and gages work as they should. NOTICE: Using coolant other than DEX-COOL may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50 000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX-COOL (silicate-free) coolant in your vehicle. WHAT TO USE Use a mixture of one-half clean, drinkable water and one-half DEX-COOL coolant which won't damage aluminum parts. If you use this coolant mixture, you don't need to add anything else. CAUTION: Adding only plain water to your cooling system can be dangerous. Plain water, or some other liquid such as alcohol, can boil before the proper coolant mixture will. Your vehicle's coolant warning system is set for the proper coolant mixture. With plain water or the wrong mixture, your engine could get too hot but you would not get the overheat warning. Your engine could catch fire and you or others could be burned. Use a 50/50 mixture of clean, drinkable water and DEX-COOL coolant. NOTICE: If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. If you have to add coolant more than four times a year, check your cooling system. NOTICE: If you use the proper coolant, you do not have to add extra inhibitors or additives which claim to improve the system. These can be harmful. Page 7836 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 5 Instruments - DIC Messages Missing Body Control Module: Customer Interest Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Page 3566 Steps 7-13 Page 3114 1. Install the spark plug wires to the spark plugs. Page 789 3. Install the fog lamp switch. 4. Install the fog lamp switch wire harness connector. 5. Install the left I/P trim panel. Page 6344 Application Table Part 2 Page 5920 Page 7226 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Page 5225 Page 4440 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 6624 Disclaimer Technical Service Bulletin # 04-03-06-001 Date: 040910 Steering/Suspension - Vehicle Pull/Lead Diagnosis Bulletin No.: 04-03-06-001 Date: September 10, 2004 INFORMATION Subject: Vehicle Leads/Pulls Characteristics and Diagnosis Models: 2004-2005 Chevrolet Malibu and Malibu MAXX Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction Variability in the tire construction may produce lead/pull. The rear tires will not cause lead/pull. ^ Wheel alignment ^ Brake Drag ^ Unbalanced steering gear Visual/Physical Inspection ^ Inspect for aftermarket devices which could affect the operation of any of the suspension sub-systems. ^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. ^ Inspect for proper tire size and inflation pressure. ^ Inspect for abnormal tire wear. Vehicle Leads/Pulls Alignment Diagnosis and Repair Front cross-caster and front cross-camber are the only wheel alignment parameters that influence lead or pull. If the vehicle leads/pulls to the left after performing the steps listed in SI Document ID, and the front wheel alignment parameters are found to be in specification, adjust the front left and/or right camber to achieve a cross-camber of -0.50° to -0.75°. Refer to Front Camber Adjustment, SI Document. The cross-camber is the difference between the left side camber and the right side camber (cross-camber = LH camber-RH camber). Positive cross-camber may cause the vehicle to pull to the left. For example: If the vehicle pulls to the left, adjust the cross-camber more negative and vice-versa. Steering Position and Torque Sensor Calibration Important: ONLY perform the steering position sensor and torque sensor recalibration procedure after the tires, suspension and alignment specifications have been inspected and/or corrected and the vehicle still exhibits a lead or pull condition. Failure to do so may result in additional customer lead and or pull concerns. Page 2538 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Page 1426 Power Window Switch: Service and Repair Bezel Replacement - Rear Door Switch BEZEL REPLACEMENT - REAR DOOR SWITCH REMOVAL PROCEDURE 1. Remove the door trim panel. 2. Release the tabs and push the switch bezel from the trim panel. 3. Disconnect the electrical connectors from the switches. 4. Remove the switches from the bezel. INSTALLATION PROCEDURE 1. Install the switches to the bezel. 2. Connect the electrical connectors to the switches. 3. Install the switch bezel to the door trim. 4. Install the door trim panel. Page 3588 Powertrain Control Module (PCM) C1 Part 3 Page 347 The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When multiple Loss of Communication DTCs are set concurrently, the cause is likely to be 2 opens in the ring portion of the class 2 serial data circuit. Use the Control Modules and Devices ‐ Description and Identification Number table in order to determine which modules are not communicating. Use the class 2 serial data circuit schematic in order to determine the location of the opens. Test Description Page 1848 6. Remove the garnish molding from the right upper lock pillar. 7. Remove the connector position assurance (CPA) from the roof rail module-right connector. 8. Disconnect the roof rail module-right connector from the vehicle harness connector. 9. Remove the passenger/right outer trim cover from the I/P (3). 10. Remove the CPA from the I/P module connector (1). 11. Disconnect the I/P module connector (1) from the vehicle harness connector (2). 12. Remove the lower right center pillar trim. 13. Remove the CPA from seat belt pretensioner-RF connector. 14. Disconnect the seat belt pretensioner-RF connector from the vehicle harness connector. Page 2407 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 1373 Page 3427 Manifold Absolute Pressure (MAP) Sensor Page 6110 C404 Liftgate Harness To Body Harness Page 19 Page 3455 2. Install the HO2S 1. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). 3. Connect the H02S 1 electrical connector. Page 155 The number above refers to the step number on the diagnostic table. DTC U0073 or U2100 DTC Descriptors DTC U0073 00: Control Module Communication Bus Off DTC U0073 71: ECU HS Bus Off DTC U0073 72: ECU LS Bus Off DTC U2100 00: Controller Area Network (CAN) Bus Communication DTC U2100 47: Controller Area Network (CAN) Bus Communication Circuit/System Description The serial data circuits are serial data buses used to communicate information between the control modules. The serial data circuits also connect directly to the data link connector (DLC). Conditions for Running the DTCs Supply voltage at the modules are in the normal operating range. The vehicle power mode requires serial data communications. Conditions for Setting the DTC The module setting the DTC has attempted to establish communications on the serial data circuits more than 3 times. Locations Ignition Control Module: Locations Top Rear Of Engine Page 3816 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the manifold absolute pressure (MAP) sensor harness connector. 2. Remove the upper air cleaner cover screws. 3. Remove the upper air cleaner cover. 4. Remove the air cleaner filter from the lower air cleaner housing. 5. Inspect the air cleaner filter for dust, dirt and water contamination. 6. Replace as necessary. INSTALLATION PROCEDURE 1. Install the air cleaner filter into the lower air cleaner housing. 2. Install the upper air cleaner cover to the lower air cleaner housing. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the air cleaner housing cover. Tighten Tighten the air cleaner cover screws to 5 N.m (44 lb in). 4. Connect the mass air flow (MAF) sensor harness connector. Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 6997 Stabilizer Link: Service and Repair Stabilizer Shaft Link Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the front wheel. 3. Disconnect the stabilizer link from the stabilizer shaft. 4. Disconnect the stabilizer link from the strut assembly and remove from the vehicle. Installation Procedure Page 2905 Engine Control Module: Testing and Inspection POWERTRAIN RELAY DIAGNOSIS CIRCUIT DESCRIPTION The powertrain relay is a normally open relay. The relay armature is held in the open position by spring tension. Battery positive voltage is supplied directly to the relay coil and the armature contact at all times. The powertrain control module (PCM) supplies the ground path to the relay coil control circuit, via an internal integrated circuit, called an output driver module. When the PCM commands the relay ON, the relay coil creates an electromagnetic field. This electromagnetic field overcomes the spring tension and pulls the armature contact into the stationary contact of the relay load circuit. The closing of the relay contacts allows the current to flow from the battery to the following fuses and relays: - ETC fuse - Emission fuse - A/C relay - Air pump relay, if equipped When the ignition switch is turned to the OFF position, power is interrupted to the output driver module in the PCM, and the relay electromagnetic field collapses. This action allows the spring tension pulling on the armature to separate from the relay load circuit contact, which interrupts current flow to the fuses and relays. If the powertrain relay fails to close, the engine will crank, but will not run. The class 2 communications will be available with the use of a scan tool. The powertrain relay system diagnosis table assumes that the vehicle battery is fully charged. TEST Steps 1 - 3 Page 375 1. To receive credit, submit a claim with the information above. Disclaimer 2001 and Older Model Year Vehicles (Except Saab Vehicles) 2001 and Older Model Year Vehicles (Except Saab Vehicles) Important: 2001 and older model year vehicles require the removal of the battery power from the OnStar(R) vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. 1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. Important: Complete removal of the VIU is usually not required. Perform only the steps required to gain access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+) circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. Page 5937 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 4499 For vehicles repaired under warranty, use the table. Disclaimer Page 5296 10. Remove the IBCM 1 fuse (30 amp) for 10 seconds and then reinstall. 11. Install the fuse cover and battery cover. 12. Close the hood. Rear Wheel Bearing Replacement Important: The following procedure should only be performed if ABS DTC C0045 and/or C0050 were found earlier in the procedure. 1. Raise the vehicle on a suitable hoist and support as necessary. 2. If ABS DTC C0045 was found, remove the LEFT REAR tire and wheel assembly. If ABS DTC C0050 was found, remove the RIGHT REAR tire and wheel assembly. If both ABS DTCs were found, remove both rear tire and wheel assemblies. 3. Remove the two bolts (2) attaching the brake caliper mounting bracket to the knuckle. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and they hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Important: DO NOT disconnect the hydraulic brake flexible hose from the caliper. 4. Remove the rear brake caliper mounting bracket and caliper as an assembly and support the assembly with heavy mechanic's wire, or equivalent. 5. Remove the brake rotor. Do not force the rotor off If the rotor is difficult to remove, ease if off by gently rotating it as you pull outward. 6. Disconnect the electrical connector for the wheel speed sensor on the bearing hub. 7. Remove the four nuts attaching the bearing hub assembly to the knuckle and remove the bearing hub and brake backing plate. 8. Position the brake backing plate and new bearing hub assembly to the knuckle and install the four nuts. Tighten Tighten the four nuts to 63 Nm (46 lb-ft). 9. Connect the electrical connector to the wheel speed sensor on the bearing hub. 10. Thoroughly clean any rust or corrosion from the mating/mounting surface on the backside of the brake rotor. Verify that there are no foreign particles or debris remaining. 11. Install the brake rotor on the bearing hub flange. 12. Install the rear brake caliper and mounting bracket on the knuckle. Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: Customer Interest OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 3518 Body Control Module (BCM) C1 Part 2 Page 1115 Camshaft Position (CMP) Sensor Page 1298 Locations Seat Belt Buckle Switch: Locations Driver Seat Power Steering Gear Steering Gear: Service and Repair Power Steering Gear Power Steering Gear Replacement Removal Procedure 1. Turn the steering wheel to the straight forward position and remove the key from the ignition. 2. Raise and support the vehicle. 3. Remove the front tires and wheels. 4. Remove the intermediate shaft to steering gear pinch bolt. Discard the bolt Important: Do not rotate the intermediate shaft once separated from the steering gear. 5. Disconnect the intermediate shaft from the steering gear. Note the alignment for installation. 6. Disconnect the outer tie rod end from the steering knuckle. 7. Remove the steering gear to frame bolts. 8. Remove the steering gear through the left side of the vehicle. Rotate the gear 90 degrees in order to clear the rear transmission mount. 9. If replacing the steering gear, remove the outer tie rod ends. Installation Procedure Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 3956 Fuel Filler Hose: Service and Repair Filler Tube Replacement (Malibu Sedan) FILLER TUBE REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE NOTE: Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and other contaminants from entering the open pipes and passages. IMPORTANT: Always maintain cleanliness when servicing fuel system components. 1. Remove the fuel fill cap. 2. Drain the fuel tank. Refer to Fuel Tank Draining Procedure. 3. Remove the fuel filler pipe bolt from the fuel fill pocket. 4. Raise the vehicle. Refer to Vehicle Lifting. 5. Remove the fuel filler pipe attaching screw from the underbody. 6. Loosen the fuel filler hose clamp at the fuel tank. 7. Remove the fuel filler hose from the fuel tank. 8. Remove the fuel filler pipe assembly. Page 5640 4. Install the 2 brake pedal assembly to cowl mounting nuts. ^ Tighten the nuts to 15 Nm (11 ft. lbs.). 5. Install the electrical connector to the brake apply sensor. 6. Install the closeout panel. 7. Install the proportioning valve bracket assembly with the brake master cylinder to the vehicle. Important: Ensure the gasket on the outside barrel of the master cylinder is positioned properly and is free of cuts and tears. 8. Install the master cylinder nuts to the vacuum brake booster. ^ Tighten the nuts to 25 Nm (18 ft. lbs.). 9. Raise the vehicle. 10. Install the 2 nuts that attach the proportioning valve bracket assembly to the left wheelhouse. ^ Tighten the nuts to 10 Nm (86 inch lbs.). 11. Install the left front tire and wheel assembly. 12. Lower the vehicle. Page 5739 Page 728 Engine Control Module: Service and Repair Powertrain Control Module Replacement Removal Procedure Important: It is necessary to record the remaining engine oil life. If the replacement module is not programed with the remaining engine oil life, the engine oil life will default to 100%. If the replacement module is not programmed with the remaining engine oil life, the engine oil will need to be changed at 5000 km (3,000 mi) from the last engine oil change. 1. Using a scan tool, retrieve the percentage of remaining engine oil. Record the remaining engine oil life. 2. Record the preset radio stations. 3. Turn the ignition OFF. 4. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection in Starting and Charging. 5. Disconnect the PCM harness connectors. 6. Release the retaining tab located in the battery box lower half using a small screwdriver or other suitable tool. 7. Remove the PCM by lifting upward after releasing the tab. Installation Procedure 1. Slide the PCM into the PCM bracket on the front of the battery box. 2. Push down on the PCM until the retaining tab snaps into place. Page 4973 Description and Operation Positive Crankcase Ventilation: Description and Operation Crankcase Ventilation System Description General Description A crankcase ventilation system is used to consume crankcase vapors (1) in the combustion process instead of venting them to atmosphere. Fresh air from the throttle body is supplied to the crankcase. mixed with blow by gases, and then passed through a positive crankcase ventilation (PCV) valve (3) into the intake manifold. Operation The primary control is through the positive crankcase ventilation (PCV) valve which meters the flow at a rate depending on inlet vacuum. To maintain idle quality, the PCV valve restricts the flow when inlet vacuum is high. If abnormal operating conditions arise, the system is designed to allow excessive amounts of blow by gases to back flow through the crankcase vent into the throttle body to be consumed by normal combustion. Page 7192 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 1036 Fuse Block - Rear Label Relay Box: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Page 7202 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Interior - Rattle/Buzz From Instrument Panel Heater Hose: All Technical Service Bulletins Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Page 3012 3. Connect the H02S 2 electrical connector. 4. Lower the vehicle. Diagram Information and Instructions Information Bus: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 1296 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 7084 9. Remove the hub and bearing assembly from the steering knuckle. Installation Procedure 1. Install the hub and bearing assembly to the steering knuckle. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 3 hub and bearing assembly bolts. ^ Tighten the hub and bearing assembly bolts to 115 Nm (85 ft. lbs.). 3. Install the wheel speed sensor connector into the bracket until the locking tabs click into place, if equipped with ABS. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. Page 2327 Engine Oil: Capacity Specifications Engine Oil With Filter Change ............................................................................................................................... .............................................................. 4.7L (5.0 Qt) NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the recommended level and recheck fluid level. Page 3487 Disclaimer Page 5335 Rear Compartment/Liftgate Release Switch Page 4921 5. Install the transmission mount to bracket through bolt and nut. Tighten the bolt and nut to 90 Nm (66 ft. lbs.). 6. Remove the jack stand. 7. Install the left tire and wheel. 8. Lower the vehicle. Service and Repair Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder Replacement Removal Procedure 1. Remove the knee bolster. 2. Turn ignition switch to the run position. 3. Push the ignition lock cylinder tab. 4. Remove the ignition lock cylinder. Installation Procedure Important: If you are installing a new lock cylinder, refer to Key and Lock Cylinder Coding. Page 8039 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 8049 Antenna Amplifier Module (Sedan) Page 2598 11. Install the fan wire harness connectors. 12. Install the radiator outlet hose to the radiator. 13. Reposition the radiator outlet hose clamp at the radiator using the J 38185. Important: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 14. Install the left radiator air deflector. 15. Install the left radiator air deflector retainers. 16. Install the right radiator air deflector. 17. Install the right radiator air deflector retainers. 18. Install the right front fender liner. 19. Install the lower radiator air deflector. 20. Install the lower radiator air deflector retainers. 21. Lower the vehicle. Page 5145 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 5863 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 7607 Refrigerant Oil: Fluid Type Specifications REFRIGERANT OIL PAG Oil GM P/N 12378526 (Canadian P/N 88900060) Page 843 Power Seat Switch: Diagrams Seat Adjuster Switch - Driver (2-Way) Brake Pads Replacement Brake Pad: Service and Repair Brake Pads Replacement Front Brake Pads Replacement- Front Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Removal Procedure 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, no brake fluid needs to be removed from the reservoir before proceeding. 3. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, remove brake fluid to the midway point before proceeding. 4. Raise and support the vehicle. 5. Remove the tire and wheel assembly. 6. Install and firmly hand tighten 2 wheel nuts to opposite wheel studs in order to retain the rotor to the hub. 7. Remove the brake caliper lower guide pin bolt (1). 8. Push the disc brake caliper piston into the caliper bore using an old inner disc brake pad and a disc brake piston installation tool. Steering - Front End Clunk/Rattle/Knock On Bumps Strut Mount: Customer Interest Steering - Front End Clunk/Rattle/Knock On Bumps TECHNICAL Bulletin No.: 06-02-32-007G Date: April 05, 2010 Subject: Clunk, Knock or Rattle Noise From Front of Vehicle While Driving or Turning Over Bumps at Low Speeds (Diagnose Noise and Perform Outlined Repair) Models: 2004-2006 Chevrolet Malibu Maxx 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn Aura Supercede: This bulletin is being revised to update the Parts Information for the bolt. Please discard Corporate Bulletin Number 06-02-32-007F (Section 02 - Steering). Condition 1 Some customers may comment on a clunk noise heard and felt in the steering wheel while driving at slow speeds and turning. The clunk noise may appear to be directly in front of the driver. Hitting a bump while turning can produce the clunk noise. Sometimes the noise may be duplicated when the vehicle is sitting still and the steering wheel is turned 90 degrees in either direction before initially centering the steering wheel. Cause 1 The clunk noise may be caused by a slip/stick condition between the inner and outer components of the intermediate shaft. Important Revised design intermediate shafts went into production in the 2009 model year and are the only design currently available through GMSPO since approximately September 2008. Since any model year vehicle could have had a second design shaft installed, it is critical to identify it before proceeding. The revised design intermediate shafts will NOT tolerate any type of lubricant per the following instructions. Adding lube to the second design shafts will cause a clunk noise in a very short period of time. Use the following pictures to identify which design of shaft you are servicing. Electric Assist Power Steering First Design - Bare Steel Tube (Lube OK) Page 3547 Body Control Module - C2 Part 5 Page 5151 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 2901 Last Test Fail: Indicates that this DTC failed the last time the test ran. MIL Request: Indicates that this DTC is currently requesting the malfunction indicator lamp (MIL). This selection will report type B DTCs only when they have requested the MIL (failed twice). Test Fail SCC (Test Failed Since Code Clear): Indicates that this DTC that has reported a failure since the last time DTCs were cleared. History: Indicates that the DTC is stored in the powertrain control module (PCM) History memory. Type B DTCs will not appear in History until they have requested the MIL (failed twice). History will be displayed for all type A DTCs and type B DTCs (which have requested the MIL) that have failed within the last 40 warm-up cycles. Type C DTCs that have failed within the last 40 warm-up cycles will also appear in History Not Run SCC (Not Run Since Code Clear): DTCs will be listed in this category if the diagnostic has not run since DTCs were last cleared. This status is not included with the DTC display since the DTC can not be set if the diagnostic has not run. This information is displayed when DTC Info is requested using the scan tool. Page 84 Page 884 Trunk / Liftgate Switch: Diagrams Liftgate Release Switch Page 6054 C110 Forward Lamp Harness To Right Headlamp Harness Page 1989 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Page 6996 8. Install the three pieces of foam to the attaching bracket starting at the top center inside the bracket and proceed down across the fuel lines, then at the inside of the bracket at the left and right positions of the center piece of foam. Finally, install the last two pieces of foam to the inside bracket at the left and right extended sides behind the retaining holes as shown above. 9. Reposition the radiator surge tank back onto the bracket and seat the two retaining tabs on the tank. 10. Drive the vehicle to verify that the noise is no longer present. Parts Information Order Adhesive Back Shim Stock from Kent Automotive at 1-888-YES-KENT or online at www.kent-automotive.com. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 5124 Locations Sunroof / Moonroof Switch: Locations Forward Overhead Page 382 Important: Secure the wiring harness so that there is no risk of chafing or rattling. 6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement. 6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.4. Fold the rear seat backrest forward. 6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.6. Remove the A-pillar's lower side piece. 6.7. Open the cover on the right-hand wiring harness channels. 6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the right-hand A-pillar. 6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car. 6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector H2-11. Push in the optic cable and make sure the catch (B) locks and refit the locking strip (A). 6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C). Page 6279 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 4614 5. Ensure that the three retaining ring ears are seen from inside the fitting and that the retaining ring moves freely in the fitting slots. 6. Install the cooler line into the quick connect fitting. 7. Insert the cooler line end into the quick connect fitting until a click is either heard or felt. 8. Do not use the plastic cap on the cooler line in order to install the cooler line into the fitting. 9. Pull back sharply on the cooler line in order to ensure that the cooler line is fastened into the quick connect fitting. A/T - Fluid Oil Cooler Flush Transmission Cooler: Technical Service Bulletins A/T - Fluid Oil Cooler Flush INFORMATION Bulletin No.: 02-07-30-052G Date: March 02, 2011 Subject: Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow(R) Models: 2011 and Prior Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010 HUMMER H3 with Automatic Transmission/Transaxle including Allison(R) Transmissions Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 02-07-30-052F (Section 07 - Transmission/Transaxle). Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. The J 45096 transmission oil cooling system flush and flow test tool replaces current tool J 35944-A. J 45096 is a self-contained unit utilizing a 12-volt flow meter, shop air supply and DEXRON(R) VI automatic transmission fluid (ATF). In the flush mode, transmission fluid is cycled through the transmission oil cooling system. High-pressure air is automatically injected into the fluid stream adding agitation to the ATF oil to enhance the removal of contaminated ATF oil and debris. In the flow mode, an electronic flow meter is used to measure the flow capability of the ATF oil cooling system. A digital display indicates the ATF oil flow rate in gallons per minute (GPM) along with the amount of ATF oil in the supply vessel, supply vessel ATF oil temperature, machine cycles and the operating mode. The supply oil vessel has 30 L (32 qt) capacity and the waste oil vessel has 32 L (34 qt) capacity. The waste oil vessel is constructed of a translucent composite material that allows the user to easily identify the oil level. The waste oil vessel can accommodate vacuum evacuation and gravity draining. In the code mode, a random, encrypted code is generated that can be used for verification of flow test results. Current essential cooler line adapters are used to connect the J 45096 to the automatic transmission oil cooler lines that allows J 45096 to adapt to General Motors passenger cars and light duty trucks, current and past models (except the Pontiac Vibe, Wave and Chevrolet Aveo). The tool may be adapted for use on the Pontiac Vibe, Wave and Chevrolet Aveo by dealership personnel with a barbed hose connector and rubber hose obtained locally. The Vibe's/Wave's/Aveo's transmission has a transmission oil requirement which is slightly different than DEXRON(R) VI ATF. However, flushing the cooler with DEXRON(R) VI automatic transmission fluid is an acceptable service procedure. Very little fluid remains in the cooler after the flush procedure and the residual DEXRON(R) VI ATF in the cooler is compatible with the Vibe's/Wave's/Aveo's transmission fluid. Notice Insufficient oil flow through the ATF oil cooling system will cause premature transmission failure. The required minimum ATF oil flow rate reading is directly related to the supply oil temperature. Refer to the flow rate reference chart for the oil flow rate specification based on the temperature of the ATF in the supply vessel. Helpful Hints for Maintaining the Temperature at or above 18°C (65°F) Important - The temperature of the supply vessel oil must be 18°C (65°F) or greater for J 45096 to operate. It is recommended to store the J 45096 in an area of the dealership where the room temperature remains at or above 18°C (65°F) when not in use. - Do not attempt to increase the fluid temperature in the Transflow(R) machine with an engine oil dipstick, or any other immersion type heater. The Transflow(R) machine has a check valve in the supply reservoir. Inserting a heater will damage the check valve and the subsequent repair expense would be the dealer's responsibility. - A heater blanket, P/N J-45096-10, is available for the Transflow(R) transmission cooling system flushing tool. This heater fastens around the Transflow(R) internal supply vessel and runs on 110 volts AC. The heater will warm the ATF in the supply vessel to at least 18°C (65° F) and has a thermostat to hold a constant temperature. Store the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine in a room where the temperature is maintained at or above 18°C (65°F). Keep the ATF level in the reservoir low when the Transmission Cooling System Service Tool, J 45096, Transflow(R), is not in use. Store several gallons of oil in an area where the temperature is maintained at or above 18°C (65°F). Fill the reservoir of the J 45096 as needed before using the machine on A/T - 4T65-E, No Reverse Hot/Slips in Reverse Band Apply Servo: All Technical Service Bulletins A/T - 4T65-E, No Reverse Hot/Slips in Reverse Bulletin No.: 04-07-30-033 Date: August 04, 2004 TECHNICAL Subject: No Reverse Hot, Transaxle Slips In Reverse When Hot, Bump In Reverse Hot (Retighten Valve Body Bolt (379) and Replace Channel Plate Gasket) Models: 2003-2004 Cars with 4T65-E Transaxle (RPO's MN3, MN7, M15 or M76) Condition Some customers may comment that the vehicle slips in reverse when hot, no reverse when hot, or they feel a bump when shifted into reverse when hot. Cause There are multiple possible causes. Listed below are some of the possible causes: ^ Low Transaxle fluid level. ^ Reverse Servo Cover snap ring out of retaining groove. ^ Reverse Servo Piston seal rolled or cut. ^ Channel Plate flatness out of specification. ^ Channel Plate alignment holes improper depth. ^ Valve Body bolt (379) incorrectly torqued. Correction Follow the procedure below for diagnostic tips and repair procedures. 1. Inspect the reverse cover retaining ring for proper seating/retention. ^ If the ring is incorrectly seated, reset the retaining ring. ^ If the retaining ring is properly seated, continue with the next step. 2. Perform a transaxle line pressure check in reverse. This will test the reverse servo piston seal for leaks. ^ If the line pressure test is out of specification, inspect/repair the reverse servo piston seal. Refer to: - Reverse Servo Replacement w/3.4L Engine SI Document ID # 1485540 - Reverse Servo Replacement w/3.8L Engine SI Document ID # 1485543 ^ If the line pressure test is within specification, continue with the next step. 3. Remove the transaxle side cover. Refer to the appropriate SI Document. Page 3293 Powertrain Control Module (PCM) C1 Part 3 Page 1155 Lower Left Front Of Engine Page 6303 Location View Location View Input Speed Sensor (ISS) Connector, Wiring Harness Side Page 963 Dimmer Switch: Service and Repair INSTRUMENT PANEL (I/P) DIMMER SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) trim panel. 2. Remove the I/P dimmer switch wire harness connector. 3. Remove the I/P dimmer switch. INSTALLATION PROCEDURE 1. Install the I/P dimmer switch. 2. Install the I/P dimmer switch wire harness connector. 3. Install the left I/P trim panel. Page 4408 Page 5298 Page 6422 C413 Fuel Sender Harness To Body Harness Part 2 Page 5759 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 5991 Fuse Block - Rear C4 Part 3 Page 556 Disclaimer Page 7566 Tighten Tighten the nut to 60 N.m (44 lb ft). 9. Install the compressor hose to the condenser. 10. Install the liquid line and compressor hose bolt to the condenser. Tighten Tighten the bolt to 20 N.m (15 lb ft). IMPORTANT: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 11. Install the right radiator air deflector. 12. Install the right radiator air deflector retainers. 13. Install the right front fender liner. 14. Lower the vehicle. 15. Install the air cleaner intake duct to the air cleaner assembly. 16. Install new O-rings. 17. Install the compressor hose to the suction line. 18. Install the compressor hose and suction line connector. Page 6096 C208 I/P Harness To Body Harness Cooling System, A/C - Aluminum Heater Cores/Radiators Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Page 785 Instrument Panel Electrical - Loss Of Steering Assist/DTC C0900 Ground Strap: Customer Interest Electrical - Loss Of Steering Assist/DTC C0900 TECHNICAL Bulletin No.: 08-02-32-005A Date: June 07, 2010 Subject: Loss of Power Steering Assist, Power Steering Warning Message Displayed in DIC, IPC/Radio Displays Erratic, DTC C0900, B1325 Set (Replace Ignition Coil/Module Assembly and Add Ground Strap) Models: 2004-2007 Chevrolet Malibu, Malibu Maxx with 3.5L Engine (VINs 8, N - RPOs LX9, LZ4) Supercede: This bulletin is being revised to add the 2007 model year. Please discard Corporate Bulletin Number 08-02-32-005 (Section 02 - Steering). Condition Some customers may comment on a loss of power steering assist at high RPM (above 3500 RPM) and a power steering warning message displayed in the DIC. They may also comment some instrument/radio displays are erratic. Upon investigation, the technician may find DTC C0900 set. If the displays were erratic, then DTC B1325 will also be set. Cause This condition may occur when the system voltage exceeds 16 volts for one second for code C0900 and the system shuts down to protect it from over-voltage operation. If the voltage exceeds 18 volts for five seconds for code B1325, then other electronic systems protect themselves and shut down. It has been found that this voltage increase is caused by an interaction between the alternator and the ignition coil/module assembly. Correction Replace the ignition coil/module assembly and add ground strap following the procedure below. 1. Disconnect the ignition coil electrical connector. 2. Disconnect the left side spark plug wires from the ignition coil. 3. Disconnect the right side spark plug wires from the ignition coil. 4. Remove the four bolts attaching the ignition coil to its mounting bracket and remove the ignition coil. 5. Remove the ignition coil from the mounting bracket. 6. Loosen the two lower ignition coil mounting bracket nuts. 7. Remove the two upper ignition coil mounting bracket bolts and discard. 8. Install the ground strap (1), P/N 12581176, to the upper left side of the bracket as shown between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Prior to installing the ground strap, remove the captured nut and washers. They are not needed (simply pound them out with a hammer on a vise). Install the washer (2), P/N 02436162, to the upper right side of the bracket between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Tighten Tighten all the ignition coil bracket bolts and nuts to 25 Nm (15 lb ft). 9. Install the new ignition coil to the mounting bracket. Page 2606 For vehicles repaired under warranty, use the table. Disclaimer Page 647 Body Control Module (BCM) C4 Part 3 Page 2531 Notice: Refer to Fastener Notice in Service Precautions. 2. Install the water pump bolts. ^ Tighten the bolts to 10 Nm (89 inch lbs.). 3. Install the water pump pulley and bolt until snug. 4. Install the drive belt. 5. Tighten the water pump pulley bolts. ^ Tighten the bolts to 25 Nm (18 ft. lbs.). 6. Fill the cooling system. 7. Inspect for leaks. Service and Repair Axle Shaft: Service and Repair Wheel Drive Shaft Replacement Tools Required ^ J 2619-01 Slide Hammer ^ J 29794 Axle Shaft Remover Extension ^ J 33008-A Axle Shaft Remover ^ J 42129 Hub Spindle Remover Removal Procedure Caution: To prevent personal injury and/or component damage, do not allow the weight of the vehicle to load the front wheels, or attempt to operate the vehicle, when the wheel drive shaft(s) or wheel drive shaft nut(s) are removed. To do so may cause the inner bearing race to separate, resulting in damage to brake and suspension components and loss c, vehicle control. Notice: Wheel drive shaft boots, seals and clamps should be protected from sharp objects any time service is performed on or near the wheel drive shaft(s). Damage to the boot(s), the seal(s) or the clamp(s) may cause lubricant to leak from the joint and lead to increased noise and possible failure of the wheel drive shaft. 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the wheel and the tire. 3. Remove the front wheel drive shaft nut 4. Disconnect the outer tie rod assembly fjord the steering knuckle. 5. Separate the ball joint from the steering knuckle. 6. Separate the front wheel drive axle from the front wheel drive shaft bearing using the J 42123. The nut can be partially re-installed to protect the threads. Specifications Timing Chain: Specifications Timing Chain Dampener Bolt .............................................................................................................. ..................................................... 21 Nm (15 ft. lbs.) Page 4208 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 2954 Fuel Tank Pressure Sensor: Description and Operation FUEL TANK PRESSURE SENSOR The fuel tank pressure (FTP) sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.9 volts. A high FTP sensor voltage indicates a low fuel tank pressure or vacuum. A low FTP sensor voltage indicates a high fuel tank pressure. Page 781 Pedal Positioning Sensor: Service and Repair BRAKE PEDAL POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the closeout panel. 2. Remove the steering wheel stub shaft bolt and position the steering wheel stub shaft away from the steering column in order to gain access to the brake pedal adjustment position sensor. 3. Remove the electrical connector from the brake pedal position sensor. 4. Remove the bolt from the position sensor, and remove the position sensor from the vehicle. INSTALLATION PROCEDURE IMPORTANT: Do not reuse the position sensor bolt. Always use a new bolt when installing a brake pedal position sensor. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the brake pedal position sensor and the bolt to the brake pedal bracket. Tighten Tighten the bolt to 2 N.m (18 lb in). 2. Install the electrical connector to the position sensor. 3. Install the steering wheel stub shaft to the steering column. 4. Install the closeout panel. 5. Calibrate the position sensor. Electrical - Various Electrical Systems Malfunctions Wiring Harness: All Technical Service Bulletins Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 5233 Brake Switch - TCC: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 6407 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 1 Page 7380 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 3558 Body Control Module: Application and ID Location View Application Table Part 1 Page 1762 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). Page 2854 Body Control Module - C4 Part 3 Page 2136 Disclaimer Page 2904 Engine Control Module: Description and Operation Anti-Theft Function POWERTRAIN CONTROL MODULE (PCM) The powertrain control module (PCM) verifies that the password received from the theft deterrent module (TDM) via the serial data circuit is correct. The PCM can learn only one fuel continue password. If the fuel continue password is correct, the PCM enables the starting and fuel delivery systems. The PCM disables the starting and fuel delivery systems if any of the following conditions occur: - The fuel continue password is incorrect. - The fuel disable password is sent by the TDM. - No passwords are received-There is no communication with the TDM. IMPORTANT: On some vehicles, if the PCM is unable to communicate with the vehicle theft deterrent (VTD) system after the vehicle has started, the PCM will consider the VTD system to be malfunctioning. The PCM will enter a fail enable state and will command the security indicator to illuminate. When the PCM is in a fail enable state, the vehicle will NOT stall or stop running. If the PCM is in a fail enable state when the ignition is switched OFF, the PCM will remain fail enable until communications with the VTD system has been restored. When the PCM is in a fail enable state, the VTD system is NOT active and the vehicle will start. This feature is NOT available on all GM vehicle lines. Engine - Drive Belt, High RPM Squealing Noise Drive Belt: Customer Interest Engine - Drive Belt, High RPM Squealing Noise Bulletin No.: 05-06-01-009B Date: February 08, 2006 TECHNICAL Subject: LX9 Serpentine Drive Belt Assembly Squeals at Higher RPM and May Emit an Odor (Replace Serpentine Drive Belt Assembly) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 with 3.5L V6 Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being revised to update the VIN number. Please discard Corporate Bulletin Number 05-06-01-009A (Section 06 - Engine). Condition Some customers may comment that the serpentine drive belt assembly on the 3.5L LX9 engine may squeal at higher rpm (3500-4000 RPM) range, or at before shift point(s). There may also be an odor emitted from the serpentine drive belt under certain driving conditions. Cause There has been a material change to the engine serpentine drive belt assembly. Correction Replace the engine serpentine drive belt assembly with PIN 12591059. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Locations Seat Heater Switch: Locations Driver Seat Page 2520 - Reduced ignition system voltage output - Weak coils - Worn ignition wires - Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. - Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 1396 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 816 Adjustable Pedals Position Switch Service and Repair Maintenance Indicator - A/T: Service and Repair This vehicle does not use a Trans Fluid Life index, and has no monitor to reset. Page 3281 Electronic Throttle Actuator: Diagrams Throttle Actuator Control (TAC) Module Part 1 Page 8433 The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When multiple Loss of Communication DTCs are set concurrently, the cause is likely to be 2 opens in the ring portion of the class 2 serial data circuit. Use the Control Modules and Devices ‐ Description and Identification Number table in order to determine which modules are not communicating. Use the class 2 serial data circuit schematic in order to determine the location of the opens. Test Description Page 1136 Fuel Level Sensor: Service and Repair Fuel Level Sensor Replacement (Malibu Sedan) FUEL LEVEL SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Recall - OBD II Misfire Monitor Disabled Technical Service Bulletin # 03048 Date: 030909 Recall - OBD II Misfire Monitor Disabled Product Emission Recall - OBDII Misfire Monitor - Reprogram PCM # 03048 - (09/09/2003) 03048 -- OBDII Misfire Monitor - Reprogram PCM 2004 Chevrolet Malibu With 3.5L V6 Engine (RPO LX9 - VIN Code 8) Engine Condition General Motors has decided to conduct a Voluntary Emission Recall involving certain 2004 Chevrolet Malibu model vehicles equipped with 3.5L V6 (RPO LX9 - VIN Code 8) engine. These vehicles were built with a condition that incorrectly disables the On-Board Diagnostic (OBD) misfire monitor above 35 mph. Correction Dealers are to reprogram the Powertrain Control Module (PCM). Vehicles Involved Involved are certain 2004 Chevrolet Malibu model vehicles equipped with 3.5L V6 (RPO LX9 - VIN Code 8) engine and built within the VIN breakpoints shown. Important Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) prior to beginning recall repairs. [Not all vehicles within the above breakpoints may be involved]. Involved vehicles have been identified by Vehicle Identification Number, Computer listings containing the complete Vehicle Identification Number, customer name and address data have been prepared, and are being furnished to involved dealers with the recall bulletin. The customer name and address data furnished will enable dealers to follow-up with customers involved in this recall. Any dealer not receiving a computer listing with the recall bulletin has no involved vehicles currently assigned. These dealer listings may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this listing to the follow-up necessary to complete this recall. Parts Information The service calibration is included in TIS 2000 data version 9.5, broadcast to dealers via GM Access on September 8, 2003; and on TIS 2000 CD-ROM version 10, scheduled for mailing to dealers on September 26, 2003. Service Procedure 1. Prep the vehicle for Powertrain Control Module (PCM) reprogramming. 2. Program the PCM using TIS 2000 data version 9.5, broadcast to dealers via GM Access on September 8, 2003, or TIS 2000 CD-ROM version 10, scheduled for mailing to dealers on September 26, 2003. Refer to up-to-date Techline equipment user instructions. 3. CALIFORNIA VEHICLES ONLY. Complete a "Proof of Correction Certificate" upon campaign completion. 4. Install the GM Recall Identification Label. Recall Identification Label Place a Recall Identification Label on each vehicle corrected in accordance with the instructions outlined in this Product Recall Bulletin. Each label provides a space to include the recall number and the five (5) digit dealer code of the dealer performing the recall service. This information may be inserted with a typewriter or a ball point pen. Put the Recall Identification Label on a clean and dry surface of the radiator core support in an area that will be visible to people servicing the vehicle. Page 3086 Disclaimer Page 1277 Left Rear Of Engine Specifications Camshaft: Specifications Camshaft Camshaft Bearing Inside Diameter ........................................................................................................................ 47.523-47.549 mm (1.871-1 872 inch) Camshaft Journal Diameter ....................................................................................................................................... 47.45-47.48 mm (1.868-1 869 inch) Camshaft Journal Out-of-Round .................................................................................................................................................... 0 025 mm (0 001 inch) Camshaft Lobe Lift - Exhaust .................................................................................................................................................... 6.9263 mm (0.2727 inch) Camshaft Lobe Lift - Intake ....................................................................................................................................................... 6.9263 mm (0.2727 inch) Page 2968 Back Side Of Engine Page 5127 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Service and Repair Accelerator Pedal: Service and Repair ACCELERATOR CONTROLS PEDAL REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the accelerator pedal position sensor electrical connector. 2. Remove the accelerator mounting nuts from the accelerator bracket. 3. Remove the accelerator assembly from the vehicle. INSTALLATION PROCEDURE 1. Install the accelerator assembly to the vehicle. Note: Refer to Fastener Notice in Service Precautions. 2. Install the accelerator mounting nuts to the accelerator bracket. Tighten Tighten the accelerator pedal nuts to 10 N.m (89 lb in). 3. Connect the accelerator pedal position sensor electrical connector. 4. Confirm that the accelerator sensor connector locking clip is fully secured. 5. Verify the operation of the accelerator pedal. Page 6280 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 5971 Location View Location View Page 6449 C310 Body Harness To Passenger Seat Harness Page 2372 11. Remove the water outlet. 12. Remove the thermostat. 13. Remove the lower intake manifold bolts. 14. Remove the lower intake manifold. 15. Remove the valve rocker arms and pushrods. Page 2848 Body Control Module: Diagrams Body Control Module (BCM) C3 Body Control Module - C3 Part 1 Page 1011 Instrument Panel OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 5907 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 6115 C500 Body Harness To Left Front Door Harness Part 4 Page 2711 8. Remove the front catalyst assembly. 9. Remove the exhaust manifold nuts. 10. Remove the exhaust manifold assembly. 11. Remove the exhaust manifold gasket. Installation Procedure 1. Install a new manifold gasket on the cylinder head. 2. Install the exhaust manifold. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the exhaust manifold nuts. ^ Tighten the exhaust manifold nuts to 16 Nm (12 ft. lbs.). 4. Install the front catalyst assembly and gasket. 5. Install the crossover pipe and gaskets. Service and Repair Vacuum Brake Booster Check Valve: Service and Repair Vacuum Brake Booster Check Valve and/or Hose Replacement Removal Procedure 1. Disconnect the brake booster vacuum check valve (1) from the brake booster. 2. If the vacuum check valve (1) needs to be separated from the vacuum hose (3), release and reposition the clamp (2) on the vacuum hose (3) and remove the check valve (1) from the hose (3). 3. If replacing the vacuum check valve (1), remove the grommet (4) from the brake booster and discard the grommet. 4. If removing the vacuum hose (2), take note of the vacuum hose routing then disconnect from the engine intake manifold connection (3) by releasing tension on the vacuum hose clamp (1) and sliding the vacuum hose (2) off the intake manifold connection (3). Installation Procedure Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 5052 Important: Be sure that the retaining ring side of the inner race faces the driveshaft bar. 9. Place the cage and the inner race into the outer race. 10. Insert the first chrome ball then tilt the cage in the opposite direction to insert the opposing ball. 11. Repeat this process until all 6 balls are in place. 12. Place approximately half the grease from the service kit inside the outboard seal and pack the CV joint with the remaining grease. 13. Push the CV joint (2) onto the driveshaft bar (1) until the retaining ring is seated in the groove on the driveshaft bar. Important: The outboard seal (1) must not be dimpled, stretched or out of shape in any way. If the outboard seal (1) is not shaped correctly, equalize the pressure in the outboard seal (1) and shape the seal properly by hand. 14. Slide large diameter of the outboard seal (1) with the large seal retaining clamp (2) in place over the outside of the CV joint outer race (3) and locate the seal lip in the groove on the CV joint outer race. Page 1471 Frame Angle Measurement (Express / Savana Only) ........ Page 711 Powertrain Control Module (PCM) C3 Part 5 Page 8308 networks, and will not require an upgrade in connection with the cellular industry's transition to the digital network. In order to verify the type of OnStar(R) Hardware in a vehicle, type the VIN into the VIN look-up tool, which is available at the OnStar(R) Online Enrollment website within GM GlobalConnect (for U.S. dealers) or InfoNet (for Canadian dealers). Disclaimer Page 2893 Engine Control Module: Diagrams Powertrain Control Module (PCM) C3 Powertrain Control Module (PCM) C3 Part 1 Page 5989 Fuse Block - Rear C4 Part 1 Page 7769 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 3 Page 2260 Disclaimer Page 7234 Wheels: Service and Repair Aluminum Wheel Refinishing Aluminum Wheel Refinishing Finish Damage Evaluation Procedure Important: ^ If the wheels are chrome-plated, do not re-plate or refinish the wheels. ^ If the wheels are polished aluminum, do not refinish the wheels in the dealer environment. Utilize a refinisher that meets manufacturer guidelines. 1. Inspect the wheels for damage from uncoated wheel balance weights or from automatic car wash facilities. 2. Inspect the wheels for the following conditions: ^ Corrosion ^ Scrapes ^ Gouges 3. Verify the damage is not deeper than what sanding can remove. 4. Inspect the wheels for cracks. If a wheel has cracks, discard the wheel. 5. Inspect the wheels for bent rim flanges. If a rim flange is bent, discard the wheel. Refinishing Procedure Caution: To avoid serious personal injury when applying any two part component paint system, follow the specific precautions provided by the paint manufacturer. Failure to follow these precautions may cause lung irritation and allergic respiratory reaction. 1. Remove the tire and wheel assembly from the vehicle. 2. Remove the balance weights from the wheel. 3. Remove the tire from the wheel. 4. Use a suitable cleaner in order to remove the following contaminants from the wheel: ^ Lubricants ^ Wax ^ Dirt Important: ^ Do not re-machine the wheel. ^ Do not use chemicals in order to strip the paint from the wheel. 5. Use plastic media blasting in order to remove the paint from the wheel. 6. If the wheel had a machined aluminum finish, spin the wheel and use sand paper in order to restore the circular machined appearance. Important: The wheel mounting surface and the wheel nut contact surface must remain free of paint. 7. Mask the wheel mounting surface and the wheel nut contact surface. 8. Follow the paint manufacturer's instructions for painting the wheel. 9. Unmask the wheel. 10. Install a new valve stem. Important: Use new coated balance weights in order to balance the wheel. 11. Install the tire to the wheel. 12. Use a suitable cleaner in order to remove the following contaminants from the wheel mounting surface: ^ Corrosion ^ Overspray ^ Dirt 13. Install the tire and wheel assembly to the vehicle. Page 4394 For vehicles repaired under warranty, use the table. Disclaimer Page 7635 IMPORTANT: Do not adjust any controls on the HVAC control module while the HVAC control module is calibrating. If interrupted improper HVAC performance will result. 5. Start the engine and let run for one minute. Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 4490 12. Lower the vehicle. 13. Remove the engine support fixture. 14. Install the PNP switch. 15. Install the PNP switch lever and nut. Tighten the nut to 35 Nm (26 ft. lbs.). 16. Install the shift cable bracket. 17. Connect the shift cable to the PNP switch. 18. Install the battery tray assembly. 19. Fill the transmission. Page 91 7.3. If equipped, connect the rear seat heater's connector and install the switch. 8. Install the floor console: 8.1. Install the floor console's retaining bolts (C) and retaining nuts (F). 8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the cover (E). 8.3. Install the ashtray/cover (D). 8.4. Install the ignition switch cover (B). 8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting. 9. Remove the OnStar(R) control modules and secure the wiring: 9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 9.2. Unplug the connectors (A) from the OnStar(R) control modules. 9.3. Remove the console (B) together with the OnStar(R) control modules. Page 706 Powertrain Control Module (PCM) C2 Part 4 Ignition Lock - Key Hard to Remove When Cold Ignition Lock Cable: All Technical Service Bulletins Ignition Lock - Key Hard to Remove When Cold Bulletin No.: 04-08-49-011 Date: March 29, 2004 TECHNICAL Subject: Difficult to Remove Key From Ignition In Cold Temperature (Adjust Park Lock Cable By Installing Clip) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F166466 Condition Some customers may comment that it is difficult to remove the key from the ignition. This condition is more likely to occur in cold temperatures. Cause The park lock cable may be binding at the ignition switch. Correction DO NOT REPLACE THE IGNITION SWITCH, LOCK CYLINDER OR KEY. This concern may be corrected by installing a clip which will keep the park lock cable from binding at the ignition switch. The following procedure should be followed for proper installation location of the clip. 1. Remove the driver's side I/P side panel. 2. Drop down the close-out panel which clips to the left knee bolster. 3. Remove the left knee bolster - 4 screws, to gain access to the ignition switch. 4. Remove park lock cable from key housing. 5. Fully install the clip, P/N 10279160, on the inboard side of the ignition switch housing where the park lock cable clips into the ignition switch. 6. Re-install park lock cable and insure that it fully seats into key housing. 7. If the vehicle is equipped with adjustable pedals, make sure the park lock cable is routed to the inboard side of the motor for the adjustable pedals. 8. Reinstall the left knee bolster - 4 screws. 9. Attach the close-out panel to the knee bolster. Page 3361 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 5975 Left Rear Of Passenger Compartment Rear (Extended Sedan) Page 6220 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: HVAC System - Automatic Control Module HVAC: Service and Repair HVAC System - Automatic Blower Motor Control Processor Replacement BLOWER MOTOR CONTROL PROCESSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the right closeout panel. 2. Remove the blower motor control processor wire harness connector. 3. Remove the blower motor control processor screws. 4. Remove the blower motor control processor. INSTALLATION PROCEDURE 1. Install the blower motor control processor. NOTE: Refer to Fastener Notice in Service Precautions. 2. Tighten the blower motor control processor screws. Tighten Tighten the blower motor resistor screws to 1.5 N.m (13 lb in). 3. Install the blower motor control processor wire harness connector. 4. Install the right closeout panel. HVAC Control Module Replacement Page 3820 Top Right Side Of Engine Page 1914 Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 4. Install the electrical center connector cover. 5. Turn the electrical center right side up. 6. Install the electrical center to the battery tray by pushing the electrical center into the retainer tab. 7. Install all of the fuses and the relays. 8. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 9. Install the electrical center cover. 10. Install the battery. Page 5488 BRAKE ROTOR CLEAN-UP PROCEDURE Clean-up the rotors on an approved, well-maintained brake lathe to guarantee smooth, flat and parallel surfaces. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of debris or burrs. For more information see the "Brake Lathe Calibration Procedure" section in this bulletin. 1. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn. 2. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 3. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 4. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 5. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. Important Only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. Important In many of these instances, such a minimal amount of material is removed from the rotor that customer satisfaction is not a concern for future brake services. This procedure is intended to "Clean-up" the rotor surface and should be conveyed to the customer as such - not as "cut", "refinish" or "machine", which tends to be terms understood as a substantial reduction of rotor material/life. If the brake lathe equipment being used is not capable of removing minor amounts of material while holding tolerances, further lathe maintenance, repair, updates or equipment replacement may be necessary. Brake Noise BRAKE NOISE Some brake noise is normal and differences in loading, type of driving, or driving style can make a difference in brake wear on the same make and model. Depending on weather conditions, driving patterns and the local environment, brake noise may become more or less apparent. Verify all metal-to-metal contact areas between pads, pad guides, caliper and knuckles are clean and lubricated with a thin layer of high temperature silicone grease. Brake noise is caused by a "slip-stick" vibration of brake components. While intermittent brake noise may be normal, performing 3 to 4 aggressive stops may temporarily reduce or eliminate most brake squeal. If the noise persists and is consistently occurring, a brake dampening compound may be applied to the back of each pad. This allows parts to slide freely and not vibrate when moving relative to each other. Use Silicone Brake Lubricant, ACDelco P/N 88862181 (Canadian P/N 88862496) or equivalent. The following noises are characteristics of all braking systems and are unavoidable. They may not indicate improper operation of the brake system. Squeak/Squeal Noise: - Occurs with front semi-metallic brake pads at medium speeds when light to medium pressure is applied to the brake pedal. - Occasionally a noise may occur on rear brakes during the first few stops or with cold brakes and/or high humidity. Grinding Noise: - Common to rear brakes and some front disc brakes during initial stops after the vehicle has been parked overnight. - Caused by corrosion on the metal surfaces during vehicle non-use. Usually disappears after a few stops. Groan Noise: A groan type noise may be heard when stopping quickly or moving forward slowly from a complete stop. This is normal. On vehicles equipped with ABS, a groan or moan type noise during hard braking applications or loose gravel, wet or icy road conditions is a normal function of the ABS activation. Key Points - Frequently Asked Questions KEY POINTS - FREQUENTLY ASKED QUESTIONS - Q: How do on-car lathes react to Axle Float? Does the play affect the machining of the rotor, either surface finish or LRO? Page 7767 Inflatable Restraint Sensing And Diagnostic Module: Diagrams Inflatable Restraint Sensing and Diagnostic Module (W/ RPO AY1) Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 1 Page 5832 Disclaimer Page 7330 2. Install the left air outlet duct screws. Tighten Tighten the left air outlet duct screws to 2.5 N.m (22 lb in). 3. Connect the wire harness clip at the left air outlet duct. 4. Install the I/P assembly. Instrument Panel (I/P) Vent - Upper Right AIR OUTLET DUCT REPLACEMENT - INSTRUMENT PANEL (I/P) - UPPER RIGHT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. 2. Remove the right hand side window defogger duct screws. 3. Remove the right hand side window defogger duct. 4. Disconnect the wire harness clip at the right air outlet duct. 5. Remove the right air outlet duct screws. 6. Remove the right air outlet duct. INSTALLATION PROCEDURE IMPORTANT: Align the right air outlet duct to the right outlet duct extension. Page 7718 Steering Wheel Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 8448 Service and Repair Outside Temperature Display Sensor: Service and Repair AMBIENT AIR TEMPERATURE SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Open the hood. 2. Remove the fascia grille. 3. Remove the fastener retaining the ambient air temperature sensor to the front impact bar. 4. Disconnect the electrical connector from the ambient air temperature sensor. 5. Remove the sensor from the vehicle. INSTALLATION PROCEDURE Page 212 2. Connect the Techline Information System (TIS) terminal to the Tech2(R). 3. Scroll to the bottom of the Controller List, and select the "ONSA TIS2WEB Pass-Thru OnStar(R) Activation (Replaced/Upgraded Units Only)" option using the Service Programming System (SPS). Important: Do not use the clear DTC function. This will only temporarily turn the LED to green. 4. Upon completion of the OnStar(R) TIS2WEB step, disconnect the TIS terminal from the Tech2(R) and perform the VCIM/OnStar(R) Set-up Procedure using the Tech2(R). The set up procedure is located under the special function menu option. Important: Failure to perform the above steps will result in a red LED, DTC being set and limited or incomplete OnStar(R) services, and will require a customer return visit to the dealership. 5. The default language for the new VCIM will be English. To change to French or Spanish, access the special functions menu on the Tech 2(R), and follow the instructions accordingly. 7. Skip to the next step if the vehicle to be upgraded is not listed below: ^ 2002-2004 Cadillac DeVille ^ 2002-2004 Cadillac Seville ^ 2005 Cadillac STS Set up the Dash Integration Module (DIM) using the following procedure: 1. On the Tech2(R) select the correct Year, Make and Model. 2. Enter Dash Integration Module (DIM) > Special Functions > Set Options > Misc. Options 1 > and turn off phone (if the vehicle does not have the UV8 option). 3. Enter Nav Radio Present and set to "No Nav" (if the vehicle does not have a navigation radio). 4. Turn the ignition off and open the door to turn off the RAP. 5. Turn the ignition on and enter the Vehicle Comm. Interface Module > Special Functions > Set Up OnStar /VCIM. 6. When prompted select "No Phone" (if the vehicle does not have the UV8 phone) and "No Nav" (if the vehicle does not have a navigation radio). 7. Turn the ignition off and open the door to turn off the RAP. Important: OnStar(R) Emergency Services are immediately available after these steps, however, full configuration, including activation of Hands-Free Calling, may take up to 24 hours to complete. Processing the Module Exchange Processing the Module Exchange For this program, submitting a credit request for the removed OnStar(R) VCIM (the core) will be performed through a website. When this process is followed, the removed Analog / Digital-Ready VCIM, in most cases, will not be mailed back to the distributor, but can be scrapped by the dealership. U.S. Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto www.autocraft.com. 3. Select Account Maintenance. 4. Select Outstanding Cores. Page 5143 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 3626 Top Right Side Of Engine Page 7369 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 2612 Tighten Tighten the screws to 1.5 N.m (13 lb in). 4. Install the upper center floor air outlet duct. 5. Install the upper center floor air outlet duct screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 6. Install the lower center floor air outlet duct. 7. Install the HVAC module assembly. Page 1789 Engine Oil: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure Caution: Refer to Battery Disconnect Caution in Service Precautions. 1. Remove the negative battery cable. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Remove the oil pan bolt. 4. Remove the oil filter. Installation Procedure 1. Install the oil filter. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the oil pan drain bolt. ^ Tighten the oil pan drain bolt to 26 Nm (19 ft. lbs.). Lower the vehicle. 3. Fill the engine with oil to the appropriate mark. 4. Install negative battery cable. 5. Start engine and inspect for leaks. Page 7867 6. Remove the garnish molding from the right upper lock pillar. 7. Remove the connector position assurance (CPA) from the roof rail module-right connector. 8. Disconnect the roof rail module-right connector from the vehicle harness connector. 9. Remove the passenger/right outer trim cover from the I/P (3). 10. Remove the CPA from the I/P module connector (1). 11. Disconnect the I/P module connector (1) from the vehicle harness connector (2). 12. Remove the lower right center pillar trim. 13. Remove the CPA from seat belt pretensioner-RF connector. 14. Disconnect the seat belt pretensioner-RF connector from the vehicle harness connector. Page 64 Antenna Amplifier Module (Sedan) Page 1784 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Page 7641 Ambient Temperature Sensor / Switch HVAC: Description and Operation AIR TEMPERATURE Air Temperature Sensors The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors: Ambient - Inside - Upper duct air temperature sensor - Lower duct air temperature sensor A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor signal decreases as the resistance decreases. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts. The inside air temperature sensor is located within the HVAC control module. Replacement of this sensor involves the replacement of the HVAC control module. The inside air temperature sensor operates within a temperature range between -40 to +185°C (-40 to +365°F). If the sensor is shorted to ground, voltage, or an open, the system will operate using an estimated default value to allow the system to operate. The ambient temperature sensor operates within a temperature range between -40 to +87.5°C (-40 to +189.5°F). The sensor signal is read by the BCM, scaled appropriately and transmitted to the HVAC Control Module through the Low Speed bus.If the sensor is shorted to ground, voltage, or an open, the system will operate using a signal scaled appropriately to allow the system to operate. The duct temperature sensor temperature response is different from the ambient and inside sensors. A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases the sensor resistance decreases. The sensor operates within a temperature range between -40 to +80°C (-40 to +176°F). Page 7289 Wheel Fastener: Service and Repair Rear Suspension Wheel Stud Replacement ^ Tools Required J 43631 Ball Joint Separator Removal Procedure 1. Raise the vehicle on a hoist. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Using the J 43631 release the wheel stud from the bearing hub and discard the stud. Installation Procedure 1. Install a NEW stud into the bearing/hub assembly. Add enough washers (3) in order to draw the stud into the hub. 2. Install and tighten a wheel nut (1) until the head of the wheel stud is fully seated against the back of the bearing/hub flange. 3. Remove the wheel nut (1) and the washers (3). 4. Install the brake rotor. 5. Install the tire and wheel assembly. 6. Lower the vehicle. 7. Check the rear alignment. Page 7251 5. Install the axle nut to the wheel drive shaft, hand tighten the wheel drive shaft nut. 6. Install the brake rotor. 7. Install the wheel drive shaft nut to the wheel drive shaft. 8. Use a screw driver or similar tool to stop the rotation of the brake rotor. ^ Tighten the wheel drive shaft nut to 215 Nm (159 ft. lbs.). 9. Install the tire and wheel assemblies. Page 7717 Air Bag: Locations Instrument Panel Page 1255 Impact Sensor: Description and Operation INFLATABLE RESTRAINT FRONT END SENSORS The front end sensor, also known as the electronic frontal sensor (EFS), is equipped on vehicles to supplement the SIR system performance. The EFS is an electronic sensor and is not part of the deployment loops, but instead provides an input to the SDM. The EFS can assist in determining the severity of some frontal collisions. The SDM contains a microprocessor which performs calculations using the measured accelerations and compares these calculations to a value stored in memory. When the generated calculations exceed the stored value, the SDM will cause current to flow through the frontal deployment loops deploying the frontal air bags. INFLATABLE RESTRAINT SIDE IMPACT SENSOR (SIS) The side impact sensor (SIS) contains a sensing device which monitors vehicle acceleration and velocity changes to detect side collisions that are severe enough to warrant air bag deployment. The SIS is not part of the deployment loop, but instead provides an input to the SDM. The SDM contains a microprocessor that performs calculations using the measured accelerations and compares these calculations to a value stored in memory. When the generated calculations exceed the stored value, the SDM will cause current to flow through the deployment loops deploying the side air bags. Page 1530 Steps 7 - 10 Page 5889 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 3053 Back Side Of Engine Heater Hose - Inlet Heater Hose: Service and Repair Heater Hose - Inlet HEATER HOSE REPLACEMENT - INLET TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the coolant. Refer to Draining and Filling Cooling System. 2. Remove the surge tank from the surge tank bracket. 3. Reposition the heater inlet hose clamp at the heater core using the J 38185. 4. Reposition the heater inlet hose clamp at the engine using the J 38185. 5. Remove the heater inlet hose from the heater core. 6. Remove the heater inlet hose from the engine. 7. Remove both heater inlet hose clamps from the heater inlet hose. INSTALLATION PROCEDURE 1. Install both heater inlet hose clamps to the heater inlet hose. 2. Install the heater inlet hose to the engine. 3. Install the heater inlet hose to the heater core. 4. Reposition the heater inlet hose clamp at the engine using the J 38185. 5. Reposition the heater inlet hose clamp at the heater core using the J 38185. 6. Install the surge tank to the surge tank bracket. 7. Fill the coolant. Refer to Draining and Filling Cooling System. Page 881 Rear Of Rear Compartment Lid Page 2360 1. Install the oil pump drive seal. Coat the seal or bore in the engine block with engine oil. 2. Coat the drive gear on the oil pump drive with prelude GM P/N 1052367 (Canadian P/N 992869) or the equivalent. 3. Install the oil pump drive. 4. Install the oil pump drive clamp. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the oil pump drive bolt. ^ Tighten the bolt to 36 Nm (27 ft. lbs.). 6. Install the fuel feed pipe to the fuel injector rail. Locations Control Module HVAC: Locations Instrument Panel Page 2126 Models Supercede: This bulletin is being revised to add model years, models and additional information. Please discard Corporate Bulletin Number 00-00-89-008E (Section 00 - General Information). Some customers may want to tow their vehicle behind another vehicle with all FOUR tires on the ground. This is referred to as "dinghy" towing. Towing in this manner is acceptable only on the certain vehicles. The vehicle should be properly equipped and prepared as described below. The passenger cars listed above are the vehicles that CAN be dinghy towed. Passenger cars not listed above are vehicles where dinghy towing is not permitted or recommended. Certain 4WD trucks can be dinghy towed depending on the transfer case option. Rear wheel drive and AWD trucks should NOT be dinghy towed. Refer to the truck models and transfer case options below. Please refer to the applicable vehicle Owner's Manual before towing. Passenger Cars Service and Repair Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder Replacement Removal Procedure 1. Remove the knee bolster. 2. Turn ignition switch to the run position. 3. Push the ignition lock cylinder tab. 4. Remove the ignition lock cylinder. Installation Procedure Important: If you are installing a new lock cylinder, refer to Key and Lock Cylinder Coding. Instruments - DIC Messages Missing Driver/Vehicle Information Display: Customer Interest Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Page 5767 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 6266 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3622 Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains two individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The PCM provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors provide the PCM with signal voltage proportional to the pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied. Page 3312 Steps 4 - 6 Fuel Tank Pressure Sensor Replacement (Malibu Sedan) Fuel Tank Pressure Sensor: Service and Repair Fuel Tank Pressure Sensor Replacement (Malibu Sedan) FUEL TANK PRESSURE SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Relieve the system fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Drain fuel tank. Refer to Fuel Tank Draining Procedure. 4. Remove the fuel tank. 5. Remove the electrical connector from the fuel tank pressure sensor. 6. Remove the fuel tank pressure sensor (1) from modular fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor (1) to modular fuel sender. 2. Install the electrical connector to fuel tank pressure sensor. 3. Install the fuel tank. 4. Refill tank. 5. Install the negative battery cable. Page 5333 Trunk / Liftgate Switch: Diagrams Liftgate Release Switch Page 3888 Fuel Injector 5 Diagrams Ambient Light Sensor Page 4775 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 5226 Page 16 Page 3321 3. Connect the PCM harness connectors. Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. 4. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection in Starting and Charging. Tighten the battery terminal bolts to 17 Nm (13 lb ft). Important: Following the PCM reprogramming , the PCM will have to learn the crankshaft position variation for misfire diagnostics. 5. Perform the crankshaft relearn procedure, See: Testing and Inspection/Programming and Relearning 6. Verify no DTCs exist. 7. Reset the clock and preset radio stations. Page 2114 Wheel Fastener: Specifications Wheel Nuts .......................................................................................................................................... ................................................. 140 Nm (100 ft. lbs.) Page 7703 5. Install the RH door trim panel (2). 6. Connect the roof rail module-right connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-right connector. 8. Install the garnish molding to the upper lock pillar. 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. Page 4205 Front Wheel Hub: Service and Repair Front Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Removal Removal Procedure 1. Raise the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft nut. 4. Remove the brake rotor. 5. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 6. Remove the wheel speed sensor connector from the bracket by depressing the locking tabs, if equipped with ABS. Notice: Avoid tool contact to the outer constant velocity boot seal when removing the wheel bearing mounting bolts. Failure to observe this notice may result in damage to the CV boot. 7. Remove the 3 hub and bearing assembly bolts. 8. Install the J 42129 to the hub and bearing assembly in order to remove the hub and bearing assembly from the wheel drive shaft. Page 7326 6. Remove the right rear floor duct. INSTALLATION PROCEDURE 1. Install the right rear floor duct. 2. Install the front floor carpet. 3. Install the right center pillar lower garnish molding. 4. Install the right front carpet retainer. 5. Install the right front seat. 6. Install the console. Defogger Outlet Duct - Side Window, LH DEFOGGER OUTLET DUCT REPLACEMENT - SIDE WINDOW, LH REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) assembly. 2. Remove the left hand side window defogger duct screws. 3. Remove the left hand side window defogger duct. Page 6099 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 3 Page 3225 Body Control Module - C3 Part 4 Page 5745 Page 4511 ^ The Driven sprocket thrust washer should be installed on the case instead of the channel plate. Damage to the washer, case or channel plate may occur if it is not installed correctly. ^ Lubricate the new drive link assembly by pouring ATF on it prior to installation. Failure to pre-lube the chain may damage the assembly. 15. Install the new 7/8 inch drive link, P/N 24210129, and sprockets, P/N's 24210128 and 24210130. 16. Install a new channel plate gasket, P/N 24201096. 17. Carefully align the channel plate on the two dowels and rotate the oil pump shaft to permit installation of the channel plate to the case. Tighten Tighten the channel plate bolts and valve body bolts. 18. Reconnect transaxle wiring harness to the solenoids. 19. Reconnect the manual shift valve link to the manual valve. 20. Install the valve control side cover. 21. Install the side cover bolts. Note: Use J 41228 when installing the new axle shaft sleeve seal or fluid leaks will occur. 22. Install the new output shaft sleeve seal, P/N 24201936, and snap ring (57). 23. Install the PNP switch. 24. Install the TCC lock up clutch '0' ring and torque converter. 25. Transfer the transaxle from the bench fixture to the transmission jack. 26. Reinstall the transaxle into the vehicle using the appropriate Service Information. Dealer Action Please contact all customers that were told they would be called when a repair became available. Parts Information Parts are currently available from GMSPO. Warranty Information Page 2580 7. Bend the radiator air side seals and insert the seals into the channel of the intake air splash shields. 8. The radiator air side seals must be in the proper position for proper air flow. 9. Install the lower radiator support brackets. 10. Install the lower radiator support bracket bolts. ^ Tighten the bolts to 60 Nm (44 ft. lbs.). Page 7599 Refrigerant Filter: Service and Repair Suction Screen Replacement SUCTION SCREEN REPLACEMENT TOOLS REQUIRED - J 42220 Universal Leak Detection Lamp - J 44551 Suction Screen Kit REMOVAL PROCEDURE 1. Recover the refrigerant from the A/C system. Refer to Refrigerant Recovery and Recharging. 2. Remove the A/C compressor hose assembly bolt. 3. Separate the A/C compressor hose assembly from the A/C compressor. IMPORTANT: The suction screens are available in 3 different sizes. 4. Select the proper size removal tool (1) from the J 44551. 5. Remove the suction screen using the J 44551-31 Suction Screen Removal Tool. - Thread the forcing screw into the suction screen. - Tighten the nut on the forcing screw to remove the suction screen. INSTALLATION PROCEDURE 1. Insert the J 44551-6 Sizing Tool (1) into the suction hose to select the correct size suction screen. Locations Page 5940 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Specifications Valve Seat: Specifications Valves Valve Seat Angle ................................................................................................................................. ............................................................. 46 degrees Valve Seat Depth - Intake - from deck face ..................................................................................................................... 7 9-8 1 mm (0.311 -0.318 inch) Valve Seat Depth - Exhaust - from deck face .................................................................................................................... 8 9-9 1 mm (0 350-0.358 inch) Valve Seat Width - Intake ............................................................................................................................................. 1.55-1 80 mm (0 061-0.071 inch) Valve Seat Width - Exhaust ............................................................................................................................................ 1 70-2.0 mm (0 067-0 079 inch) Drive Belt Chirping Drive Belt: Testing and Inspection Drive Belt Chirping Drive Belt Chirping Diagnosis Test 1-10 Page 8358 The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When multiple Loss of Communication DTCs are set concurrently, the cause is likely to be 2 opens in the ring portion of the class 2 serial data circuit. Use the Control Modules and Devices ‐ Description and Identification Number table in order to determine which modules are not communicating. Use the class 2 serial data circuit schematic in order to determine the location of the opens. Test Description Service and Repair Brake Pedal Position Sensor: Service and Repair Brake Pedal Position Sensor Replacement Removal Procedure 1. Remove the closeout panel. 2. Remove the steering wheel stub shaft bolt and position the steering wheel stub shaft away from the steering column in order to gain access to the brake pedal adjustment position sensor. 3. Remove the electrical connector from the brake pedal position sensor. 4. Remove the bolt from the position sensor, and remove the position sensor from the vehicle. Installation Procedure Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. Page 5516 perform the following steps: 21.1. Inspect the brake system for external leaks. 21.2. Pressure bleed the hydraulic brake system in order to purge any air that may still be trapped in the system. 22. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 23. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. Pressure Hydraulic Brake System Bleeding (Pressure) ^ Tools Required J 29532 Diaphragm Type Brake Pressure Bleeder, or equivalent - J 44894-A Brake Pressure Bleeder Adapter Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to catch brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal becomes firm, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, or if you have disconnected the brake pipes from the proportioning valve assembly or the brake modulator assembly, you must perform the following steps to bleed air at the ports of the hydraulic component: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the brake pipes installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, loosen and separate one of the brake pipes from the port of the component. For the proportioning valve assembly or the brake modulator assembly, perform these steps in the sequence of system flow; begin with the fluid feed pipes from the master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the component. 3.4. Connect the brake pipe to the component and tighten securely. 3.5. Have an assistant slowly press the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the component. 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the component. 3.9. With the brake pipe installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, after all air has been purged from the first port of the component that was bled, loosen and separate the next brake pipe from the component, then repeat steps 3.3-3.8, until each of the ports on the component has been bled. 3.10. After completing the final component port bleeding procedure, ensure that each of the brake pipe-to-component fittings are properly tightened. 4. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install the J 44894-A to the brake master cylinder reservoir. 6. Check the brake fluid level in the J29532, or equivalent. Add Delco Supreme 1 1CR) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point. 7. Connect the J 29532, or equivalent, to the J 44894-A. 8. Charge the J 29532, or equivalent, air tank to 175-205 kPa (25-30 psi). 9. Open the J 29532, or equivalent, fluid tank valve to allow pressurized brake fluid to enter the brake system. 10. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks. Any brake fluid leaks identified require repair prior to completing this procedure. 11. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve 12. Install a transparent hose over the end of the bleeder valve. 13. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 14. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder. then tighten the bleeder valve. CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure CKP SYSTEM VARIATION LEARN PROCEDURE 1. Install a scan tool. 2. Monitor the powertrain control module (PCM) for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 3. Select the crankshaft position variation learn procedure with a scan tool. 4. The scan tool instructs you to perform the following: 4.1. Accelerate to wide open throttle (WOT). 4.2. Observe fuel cut-off for applicable engine. 4.3. Release throttle when fuel cut-off occurs. 4.4. Engine should not accelerate beyond calibrated RPM value. 4.5. Release throttle immediately if value is exceeded. 4.6. Block drive wheels. 4.7. Set parking brake. 4.8. DO NOT apply brake pedal. 4.9. Cycle ignition from OFF to ON. 4.10. Apply and hold brake pedal. 4.11. Start and idle engine. 4.12. Turn the A/C OFF. Vehicle must remain in Park or Neutral. The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: Crankshaft position (CKP) sensors activity-If there is a CKP sensor condition, refer to the applicable DTC. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 5. Enable the CKP system variation learn procedure with the scan tool and perform the following: IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. - Accelerate to WOT. - Release throttle when fuel cut-off occurs. 6. The scan tool displays Learn Status: Learned this ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 7. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether or not DTC P0315 is set: An engine replacement - A PCM replacement - A harmonic balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. Page 4376 3. Clean the area around and below the cover. 4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5077 Wheel Bearing: Service and Repair Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 5. Remove the stabilizer link bolt at the knuckle and position the stabilizer link out of the way in order to provide access to the wheel bearing/hub bolts. 6. Remove the 4 wheel bearing/hub assembly nuts. 7. Remove the wheel bearing/hub assembly from the knuckle. Installation Procedure 1. Install the wheel bearing/hub assembly to the knuckle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 wheel bearing/hub assembly nuts. ^ Tighten the nuts to 63 Nm (47 ft. lbs.). 3. Connect the stabilizer link bolt at the knuckle.. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. 5. Install the brake rotor. 6. Install the tire and wheel assembly. 7. Lower the vehicle. 8. Inspect the rear alignment. Emissions - EVAP Damage Prevention On Vehicle Hoist Vehicle Lifting: Technical Service Bulletins Emissions - EVAP Damage Prevention On Vehicle Hoist INFORMATION Bulletin No.: 05-06-04-004E Date: May 29, 2009 Subject: Information to Avoid Damaging EVAP Canister and Setting DTCs P0442/P0455 When Hoisting Vehicle Models: 2004-2007 Chevrolet Malibu MAXX 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn AURA .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 05-06-04-004D (Section 06 Engine). .............................................................................................................................................................. .................................................................................. A review of warranty repair orders and parts returned to GM for analysis suggests that EVAP canisters are being damaged when the vehicle is being put up on a hoist for service. Incorrect placement of the hoist pads may cause a crack/leak in the EVAP canister plastic and eventually set one or both of the following DTCs: - DTC P0442 - small EVAP leak detected - DTC P0455 - large EVAP leak detected To avoid this situation, particularly when using the type of hoist where the arms swing in and the pick up pads swivel, be sure of the placement of the pick up pads. If the pick up pads are not positioned correctly to the underbody pick up areas, this type of damage may occur. Lifting Points (2008 Chevrolet Malibu Shown, Other Vehicles Similar) Lifting Pad Body Seam - DO NOT Lift Here EVAP Canister - DO NOT Lift Here For additional information and detail, refer to Lifting and Jacking the Vehicle in SI. Page 5397 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 3533 Body Control Module (BCM) C4 Part 2 Page 506 All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure The following procedure provides instructions for retrieving specific diagnostic trouble codes (DTCs) and reprogramming the ABS module with new software. If specific ABS DTCs are found, one or both rear wheel bearing assemblies will need to be replaced. Important: In order to perform the following procedure, your Tech 2 must be updated with software version 24.001 or later, CD or TIS application 4.0. If your Tech 2 does not have the necessary software, you will need to update it before proceeding. 1. Turn the ignition switch to the ON position. Important: In order to perform the following procedure, the diagnostic interface module (CANdi) must be connected between the Tech 2 and the vehicle. Failure to use the CANdi module will result in failure of the Tech 2 to communicate with the necessary module on the vehicle. 2. Connect a Tech 2 (scan tool) and the CANdi module to the vehicle's diagnostic link connector (DLC), power it up and press ENTER. Important: Before reprogramming the ABS module, you must retrieve and record the occurrence of ABS DTC C0045 and/or C0050 AND the 2-character symptom byte that follows the DTC. Codes will automatically be erased during the reprogramming. 3. Select DIAGNOSTICS and retrieve any current or stored ABS DTC C0045 and/or C0050 AND the 2-character symptom byte following the DTC. Record these DTC and symptom bytes on the vehicle repair order. If ABS CTS C0045 is found, the LEFT REAR wheel bearing assembly must be replaced. If ABS DTC C0050 is found, the RIGHT REAR wheel bearing must be replaced. Proceed to the next step and perform the Service Programming. Afier programming is complete, proceed to the section titled, "Rear Wheel Bearing Replacement." Important: During the service reprogramming in the next step, DTC U2127 may be set in the body control module (BCM) and P1626 in the powertrain control module (PCM). These codes must be cleared immediately following the reprogramming. In addition, the IBCM 1(30 amp) fuse located in the underhood electrical center must be removed for 10 seconds and then reinstalled. Failure to remove and reinstall this fuse will result in the HVAC system not functioning. 4. Select SERVICE REPROGRAMMING. 5. Follow the on-screen instructions and prompts. If necessary, refer to up-to-date Techline Equipment Users Instructions. 6. Clear any DTCs set during the reprogramming. 7. Press the EXIT key as necessary and disconnect the Tech 2 and CANdi module from the vehicle. 8. Open the hood. 9. Remove the battery cover and fuse cover. Page 3412 Lower Left Front Of Engine Page 1839 5. Install the LH door trim panel (2). 6. Connect the roof rail module-left connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-left connector. 8. Install the garnish molding to the upper lock pillar. 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. Page 5603 Brake Master Cylinder: Service and Repair Master Cylinder Reservoir Replacement Master Cylinder Reservoir Replacement Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Removal Procedure 1. Remove the master cylinder from the vehicle. 2. Remove the fluid level sensor. 3. Drain the brake fluid from the master cylinder reservoir. 4. Secure the mounting flange of the brake master cylinder in a bench vise so the rear of the primary piston is accessible. 5. Carefully tap out the reservoir retaining pins until clear of reservoir. 6. Remove the reservoir from the master cylinder. 7. Remove the seals from the master cylinder reservoir. Installation Procedure Page 861 Driver Seat Page 668 Body Control Module - C4 Part 3 Page 36 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 4145 1. Install the spark plug wires to the spark plugs. Page 5412 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 1566 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the manifold absolute pressure (MAP) sensor harness connector. 2. Remove the upper air cleaner cover screws. 3. Remove the upper air cleaner cover. 4. Remove the air cleaner filter from the lower air cleaner housing. 5. Inspect the air cleaner filter for dust, dirt and water contamination. 6. Replace as necessary. INSTALLATION PROCEDURE 1. Install the air cleaner filter into the lower air cleaner housing. 2. Install the upper air cleaner cover to the lower air cleaner housing. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the air cleaner housing cover. Tighten Tighten the air cleaner cover screws to 5 N.m (44 lb in). 4. Connect the mass air flow (MAF) sensor harness connector. Instruments - Backlighting Inoperative During Daylight Body Control Module: All Technical Service Bulletins Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 1023 3. Install the fog lamp switch. 4. Install the fog lamp switch wire harness connector. 5. Install the left I/P trim panel. Page 5867 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 2402 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Page 4892 through the cooler. ^ Converter bearing noise determined by noise from the bell housing area in Drive or Reverse at idle. The noise is gone in Neutral and Park. ^ If silicon from the viscous clutch is found in the lower pan (4T80-E ONLY). Disclaimer Page 823 Left Front Door Page 3306 The malfunction indicator lamp (MIL) is located in the instrument panel cluster. The MIL will display as either SERVICE ENGINE SOON or one of the following symbols when commanded ON: The MIL indicates that an emissions related fault has occurred and vehicle service is required. The following is a list of the modes of operation for the MIL: The MIL illuminates when the ignition is turned ON, with the engine OFF. This is a bulb test to ensure the MIL is able to illuminate. - The MIL turns OFF after the engine is started if a diagnostic fault is not present. - The MIL remains illuminated after the engine is started if the control module detects a fault. A diagnostic trouble code (DTC) is stored any time the control module illuminates the MIL due to an emissions related fault. The MIL turns OFF after three consecutive ignition cycles in which a Test Passed has been reported for the diagnostic test that originally caused the MIL to illuminate. - The MIL flashes if the control module detects a misfire condition which could damage the catalytic converter. - When the MIL is illuminated and the engine stalls, the MIL will remain illuminated as long as the ignition is ON. - When the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition is cycled OFF and then ON. TRIP A trip is an interval of time during which the diagnostic test runs. A trip may consist of only a key cycle to power up the powertrain control module (PCM), allow the diagnostic to run, then cycle the key off to power down the PCM. A trip may also involve a PCM power up, meeting specific conditions to run the diagnostic test, then powering down the PCM. The definition of a trip depends upon the diagnostic. Some diagnostic tests run only once per trip (i.e., catalyst monitor) while other tests run continuously during each trip (i.e., misfire). WARM-UP CYCLE The powertrain control module (PCM) uses warm-up cycles to run some diagnostics and to clear any diagnostic trouble codes (DTCs). A warm-up cycle occurs when the engine coolant temperature increases 22°C (40°F) from the start-up temperature. The engine coolant must also achieve a minimum temperature of 71°C (160°F). The PCM counts the number of warm-up cycles in order to clear the malfunction indicator lamp (MIL). The PCM will clear the DTCs when 40 consecutive warm-up cycles occur without a malfunction. DIAGNOSTIC TROUBLE CODES (DTCS) The powertrain control module (PCM) is programmed with test routines that test the operation of the various systems the PCM controls. Some tests monitor internal PCM functions. Many tests are run continuously. Other tests run only under specific conditions, referred to as Conditions for Running the DTC. When the vehicle is operating within the conditions for running a particular test, the PCM monitors certain parameters and determines if the values are within an expected range. The parameters and values considered outside the range of normal operation are listed as CONDITIONS FOR SETTING THE DTC. When the conditions for setting the DTC occur, the PCM executes the Action Taken When the DTC Sets. Some DTCs alert the driver via the malfunction indicator lamp (MIL) or a message. Other DTCs do not trigger a driver warning, but are stored in memory. The PCM also saves data and input parameters when most DTCs are set. This data is stored in the Freeze Frame and/or Failure Records. The DTCs are categorized by type. The DTC type is determined by the MIL operation and the manner in which the fault data is stored when a particular DTC fails. In some cases there may be exceptions to this structure. Therefore, when diagnosing the system it is important to read the Action Taken When the DTC Sets and the Conditions for Clearing the DTC in the supporting text. There are different types of DTCs and different actions taken when the DTCs set. Refer to Diagnostic Trouble Code (DTC) Type Definitions for a description of the general characteristics of each DTC type. DTC STATUS When the scan tool displays a DTC, the status of the DTC is also displayed. The following DTC statuses are indicated only when they apply to the DTC that is set. Fail This Ign. (Fail This Ignition): Indicates that this DTC failed during the present ignition cycle. Page 1401 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 1077 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 8036 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Diagram Information and Instructions Brake Switch - TCC: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: Customer Interest Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 5929 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 904 Instrument Panel Page 750 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 3 Instruments - Backlighting Inoperative During Daylight Body Control Module: Customer Interest Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 4263 Page 866 Seat Heater Switch: Removal and Replacement Heated Seat Switch Replacement Removal Procedure 1. Remove the outer trim panel from the seat cushions. 2. Disconnect the wire harness from the switch. 3. Remove the heated seat switch from the trim panel. Installation Procedure 1. Install the heated seat switch to the trim panel. 2. Connect the wire harness to the switch and route the harness through the V-retainer. 3. Install the outer trim panel to the seat cushions. Page 7788 Left Side Of Core Support Page 41 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Specifications Camshaft Gear/Sprocket: Specifications Camshaft Sprocket Bolt ....................................................................................................................... .................................................. 140 Nm (103 ft.lbs.) Heater Case/Cover Replacement Heater Core: Service and Repair Heater Case/Cover Replacement HEATER CORE COVER REPLACEMENT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. See: Housing Assembly HVAC/Service and Repair 2. Remove the lower center floor air outlet duct. 3. Remove the upper center floor air outlet duct screws. 4. Remove the upper center floor air outlet duct. 5. Drill out the heater core cover heat stakes. 6. Remove the heater core cover screws. 7. Remove the heater core cover. INSTALLATION PROCEDURE Page 7855 2. Connect both front end sensors connector to the front end sensor (1). 3. Connect both CPA's to each front end sensor connector. 4. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center (1). 5. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 6. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. Page 7964 17. Separate the 2 banana plugs on the SIR deployment harness. IMPORTANT: When the seat belt pretensioner deploys, the deployment fixture may jump about 30 cm (1 ft) vertically. This is a normal reaction of the seat belt pretensioner due to the force of the rapid expansion of gas inside the pretensioner. 18. Place a 12 V minimum/2 A minimum power source, such as a vehicle battery, near the shorted end of the harness. 19. Connect the SIR deployment harness wires to the power source. Seat belt pretensioner deployment will occur when contact is made. 20. Disconnect the SIR deployment harness from the power source after the seat belt pretensioner deploys. 21. Seat one banana plug into the other in order to short the deployment harness leads. 22. If the seat pretensioner did not deploy, disconnect the adapter and discontinue the procedure. Contact the Technical Assistance Group. Otherwise, proceed to the following steps. 23. Put on a pair of shop gloves. 24. Disconnect the pigtail adapter from the seat belt pretensioner as soon as possible. 25. Dispose of the deployed seat belt pretensioner through normal refuse channels. 26. Wash hands with a mild soap. Page 6219 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 6448 C305 Body Harness To RF Pretensioner Jumper Harness Page 3227 Body Control Module - C4 Part 2 Page 4131 Back Side Of Engine BCM - Brake Pedal Position Learn Procedure Body Control Module: All Technical Service Bulletins BCM - Brake Pedal Position Learn Procedure Bulletin No.: 03-08-47-002A Date: April 22, 2005 INFORMATION Subject: BCM Setup/Sensor Calibration Brake Pedal Position (BPP) Learn Procedure (PCM DTC P0703) Models: 2004 Chevrolet Malibu with 3.5L Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 03-08-47-002. Please discard Corporate Bulletin Number 03-08-47-002 (Section 08 - Body and Accessories). Due to a software issue with previously released software, a "work around procedure" was developed for the BCM setup/sensor calibration brake pedal position (BPP) learn procedure. New software has since been released and this "work around procedure" is no longer necessary. Disclaimer Page 1861 Application Table Part 2 Page 1194 3. Connect the H02S 2 electrical connector. 4. Lower the vehicle. Page 1704 Coolant Line/Hose: Service and Repair Thermostat Bypass Pipes Replacement Thermostat Bypass Pipes Replacement ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the cooling system. 2. Carefully remove the throttle body air inlet duct. 3. Remove the spark plug wires at the left bank. 4. Using the J 38185, reposition the hose clamp at the thermostat housing. 5. Remove the upper radiator hose from the housing. 6. Disconnect the heater outlet hose from the thermostat bypass pipe. Page 361 Models The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005 Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued September 2008. Condition In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no longer be required to support the analog wireless network beginning in 2008. As a result, On Star(R) is unable to continue analog service. OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or near deployment, the customer may hear a recording that OnStar(R) is being contacted. However, since analog service is no longer available, the call will not connect to OnStar(R). To end the call, the customer must press the white phone or white dot button. If the call is not ended, the system will continue to try to connect to OnStar(R) until the vehicle battery is drained. Special Policy Adjustment At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service will be made at no charge to the customer. This special coverage covers the condition described above until December 31, 2008 for all non-Saab vehicles; April 30, 2009 for all Saab vehicles. Vehicles Involved Page 3967 5. Disengage the fuel feed line from the retaining features built into the fuel tank. 6. Using the J 45722 tool and a long breaker-bar, unlock the fuel sender lock ring. 7. Remove the sender unit and check for possible interference between the internal vent tube and the sender float arm. 8. Take the sender vent line and turn it around to the side of the fuel tank sender. Make sure to rotate the vapor line to the spring guide bar. Important Cut off ANY excess tie strap. Make sure material doesn't fall into the fuel tank. 9. Add tie strap, GM P/N 12337820 (note that this is a fuel compatible material), to prevent the vapor line from rotating forward and allowing the pipe to interfere with the fuel level float. 10. Install an O-ring seal, GM P/N 22682111, onto the fuel sender. 11. Install the fuel sender assembly into the fuel tank. 12. Using the J 45722, install the fuel sender lock ring. Turn the fuel sender lock ring in a clockwise direction. 13. Turn the lock ring until the ring seats on the second detent. 14. Engage the fuel feed line to the retaining features built into the fuel tank. 15. Connect the EVAP vapor line quick connect fittings. Refer to Plastic Collar Quick Connect Fitting Service in SI. 16. Connect the fuel pressure sensor and sender electrical connections. 17. Install the fuel tank. Refer to Fuel Tank Replacement in SI. Page 5555 Brake Caliper: Service and Repair Disc Brake Hardware Replacement Front Disc Brake Hardware Replacement- Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, then no brake fluid needs to be removed from the reservoir before proceeding. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise and support the vehicle. 4. Remove the tire and wheel. 5. Using a C-clamp installed to the center of the outer brake pad and the back of the caliper, slowly compress the caliper piston into its bore just enough to remove the caliper from the mounting bracket. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. 6. To loosen the brake caliper pin bolts, hold the brake caliper guide pin with a wrench. 7. Remove the lower brake caliper pin bolt. 8. Pivot the brake caliper upward and support with mechanics wire as shown. 9. Remove the brake pads (2) from the disc brake caliper bracket. 10. Remove the brake pad retainers (2) from the disc brake caliper bracket. Page 4175 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Replacement Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. Page 97 7.1. Remove the console (A) together with the OnStar(R) control modules. 7.2. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 8. CV: Removing the OnStar(R) control modules and securing the wiring: Adjustment/Replacement. 8.1. Open the luggage compartment floor. Page 2911 Steps 19 - 23 Steering - Front End Clunk/Rattle/Knock On Bumps Stabilizer Link: Customer Interest Steering - Front End Clunk/Rattle/Knock On Bumps TECHNICAL Bulletin No.: 06-02-32-007G Date: April 05, 2010 Subject: Clunk, Knock or Rattle Noise From Front of Vehicle While Driving or Turning Over Bumps at Low Speeds (Diagnose Noise and Perform Outlined Repair) Models: 2004-2006 Chevrolet Malibu Maxx 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn Aura Supercede: This bulletin is being revised to update the Parts Information for the bolt. Please discard Corporate Bulletin Number 06-02-32-007F (Section 02 - Steering). Condition 1 Some customers may comment on a clunk noise heard and felt in the steering wheel while driving at slow speeds and turning. The clunk noise may appear to be directly in front of the driver. Hitting a bump while turning can produce the clunk noise. Sometimes the noise may be duplicated when the vehicle is sitting still and the steering wheel is turned 90 degrees in either direction before initially centering the steering wheel. Cause 1 The clunk noise may be caused by a slip/stick condition between the inner and outer components of the intermediate shaft. Important Revised design intermediate shafts went into production in the 2009 model year and are the only design currently available through GMSPO since approximately September 2008. Since any model year vehicle could have had a second design shaft installed, it is critical to identify it before proceeding. The revised design intermediate shafts will NOT tolerate any type of lubricant per the following instructions. Adding lube to the second design shafts will cause a clunk noise in a very short period of time. Use the following pictures to identify which design of shaft you are servicing. Electric Assist Power Steering First Design - Bare Steel Tube (Lube OK) Page 3603 Engine Control Module: Description and Operation Electronic Ignition (EI) System POWERTRAIN CONTROL MODULE (PCM) The PCM controls all ignition system functions, and constantly corrects the basic spark timing. The PCM monitors information from various sensor inputs that include the following: - The throttle position (TP) sensor - The engine coolant temperature (ECT) sensor - The mass airflow (MAF) sensor - The intake air temperature (IAT) sensor - The vehicle speed sensor (VSS) - The transmission gear position or range information sensors - The engine knock sensor (KS) Page 3032 Camshaft Position (CMP) Sensor Page 4929 Heater Hose - Inlet Heater Hose: Service and Repair Heater Hose - Inlet HEATER HOSE REPLACEMENT - INLET TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the coolant. Refer to Draining and Filling Cooling System. 2. Remove the surge tank from the surge tank bracket. 3. Reposition the heater inlet hose clamp at the heater core using the J 38185. 4. Reposition the heater inlet hose clamp at the engine using the J 38185. 5. Remove the heater inlet hose from the heater core. 6. Remove the heater inlet hose from the engine. 7. Remove both heater inlet hose clamps from the heater inlet hose. INSTALLATION PROCEDURE 1. Install both heater inlet hose clamps to the heater inlet hose. 2. Install the heater inlet hose to the engine. 3. Install the heater inlet hose to the heater core. 4. Reposition the heater inlet hose clamp at the engine using the J 38185. 5. Reposition the heater inlet hose clamp at the heater core using the J 38185. 6. Install the surge tank to the surge tank bracket. 7. Fill the coolant. Refer to Draining and Filling Cooling System. Page 5778 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 3541 Body Control Module - C1 Part 5 Page 6076 C404 Liftgate Harness To Body Harness Multifunction Switch Replacement Turn Signal Switch: Service and Repair Multifunction Switch Replacement Multifunction, Turn Signal Switch Replacement Removal Procedure Caution: Refer to SIR Caution. 1. Disable the SIR system. 2. Remove the upper and lower trim covers. 3. Disconnect the electrical connectors. 4. Release the multifuction switch clips from the stalk switch mount, remove the multifunction switch. Installation Procedure 1. Install the multifuction switch to the stalk switch mount. 2. Connect the electrical connectors. 3. Install the upper and lower trim covers. 4. Enable the SIR system. Page 344 Page 6140 8. Use a flat-bladed tool to remove the locking pins from the body harness connector. 9. Disconnect the body harness connector. 10. Disconnect the remaining wiring harness connectors from the junction block. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center harness connectors into the electrical center. 2. Install the locking pin to the power supply connector NOTE: Refer to Fastener Notice in Cautions in Notices. 3. Install the bolts retaining the engine, I/P, and forward lamp wiring harness connectors to the junction block. Page 568 Application Label Part 3 Application Label Part 4 Page 7742 15. Connect the inflator module (1) to the adapter (2) on the SIR deployment harness (3). IMPORTANT: - The rapid expansion of gas involved with deploying an inflator module is very loud. Notify all the people in the immediate area that you intend to deploy the inflator module. - When the inflator module deploys, the deployment fixture may jump about 30 cm (1 ft) vertically. This is a normal reaction of the inflator module due to the force of the rapid expansion of gas inside the inflator module. - If you are deploying a dual stage inflator module with stage 1 already deployed, the fixture may not move and the noise may have been reduced. 1. Clear the area of people. 2. Place a 12 V minimum/2 A minimum power source, such as a vehicle battery, near the shorted end of the SIR deployment harness. 3. Separate the 2 banana plugs on the SIR deployment harness. 4. Connect the SIR deployment harness wires to the power source. Inflator module deployment will occur when contact is made. 5. Disconnect the SIR deployment harness from the power source. Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 8442 Circuit/System Testing Component Testing Description and Operation Fuel Level Sensor: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the Class II circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 1195 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 2 Sensor 1 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 2 SENSOR 1 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 1 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust manifold. 1. Disconnect the heated oxygen sensor (HO2S) 1 electrical connector. 2. Use the J 39194-B to remove the HO2S 1. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 1 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before the reinstallation. 1. Coat the threads of the HO2S 1 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 1. Page 3450 Heated Oxyged Sensor (HO2S) Bank 1 Sensor 2 Page 2902 Engine Control Module: Description and Operation Electronic Ignition (EI) System POWERTRAIN CONTROL MODULE (PCM) The PCM controls all ignition system functions, and constantly corrects the basic spark timing. The PCM monitors information from various sensor inputs that include the following: - The throttle position (TP) sensor - The engine coolant temperature (ECT) sensor - The mass airflow (MAF) sensor - The intake air temperature (IAT) sensor - The vehicle speed sensor (VSS) - The transmission gear position or range information sensors - The engine knock sensor (KS) Page 7690 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the left outer trim cover to the I/P. 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. Page 5886 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Electrical - Various Electrical Systems Malfunctions Wiring Harness: Customer Interest Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 1385 Page 3981 Fuel Gauge Sender: Service and Repair Fuel Level Sensor Replacement (Malibu Sedan) FUEL LEVEL SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Locations Ignition Control Module: Locations Top Rear Of Engine Deployment Procedures Seat Belt Tensioner: Service and Repair Deployment Procedures DEPLOYMENT PROCEDURES The seat belt pretensioner can be deployed inside or outside of the vehicle. The method used depends upon the final disposition of the vehicle. Review the procedures in order to determine which will work best in a given situation. Page 8377 10. Disconnect and remove the OnStar(R) jumper harness. Note: You will need to remove the short GPS cable from this jumper harness. 11. Untape the cell antenna coax from the body harness in the trunk. This will be necessary to provide adequate length to connect to the new VCIM. 12. Fasten three retainer clips (1) from the kit to the new bracket that is included in the kit, and position the VCIM to the bracket (2). 13. Install the three bolts from the kit. Tighten the bolts to 10 Nm (89 lb in). 14. Connect the new OnStar(R) jumper harness supplied in the kit to the VCIM (two white connectors on module). 15. Connect small GPS coax cable jumper harness supplied in the kit (end with blue plastic housing) to VCIM GPS connector. 16. Position the VCIM / bracket assembly to the studs. 17. Install the bracket nuts saved from the Removal Procedure above to the VCIM / bracket assembly mounting studs. Tighten the nuts to 4 Nm (35 lb in). 18. Connect the new OnStar(R) jumper harness to the body wiring harness (C410 connector). 19. Connect small coax cable jumper from VCIM to the OnStar(R) Global Positioning Satellite (GPS) antenna coaxial cable at the connector previously left in the vehicle (short jumper removed from old harness in step 5.10). 20. Connect the cellular coaxial cable previously left in vehicle to the OnStar(R) VCIM. 21. Verify that all harnesses are properly secured in vehicle. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. 1. Connect the Tech2(R) to the vehicle. Page 678 Steps 1-6 Page 8037 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 3604 Engine Control Module: Description and Operation Throttle Actuator Control (Tac) System POWERTRAIN CONTROL MODULE The PCM determines the drivers intent and then calculates the appropriate throttle response. This information is sent to the TAC module through a dedicated serial data line. Page 5250 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 7838 Inflatable Restraint Sensing And Diagnostic Module: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT REMOVAL PROCEDURE CAUTION: Do not strike or jolt the inflatable restraint sensing and diagnostic module (SDM). Before applying power to the SDM, make sure that it is securely fastened with the arrow facing toward the front of the vehicle. Failure to observe the correct installation procedure could cause SIR deployment, personal injury, or unnecessary SIR system repairs. - If the vehicle interior is exposed to moisture and becomes soaked up to the level of the sensing and diagnostic module (SDM), the SDM and the SDM harness connector must be replaced. The SDM could be activated when powered, which could cause the airbag deployment and result in personal injury. 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 8 in Restraint Systems. 2. Remove the console. 3. Remove the inflatable restraint sensing and diagnostic module nuts. 4. Remove the inflatable restraint sensing and diagnostic module wire harness connector. 5. Remove the inflatable restraint sensing and diagnostic module. INSTALLATION PROCEDURE 1. Point the arrow on the SDM toward the front of the vehicle. 2. Install the inflatable restraint sensing and diagnostic module. 3. Install the inflatable restraint sensing and diagnostic module wire harness connector. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the inflatable restraint sensing and diagnostic module nuts. Page 8420 Vehicles Built with Upgradeable OnStar(R) System Analog Modules Note: Page 8279 8.2. Remove the console (A) together with the OnStar(R) control modules. 8.3. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). Page 5956 Auxiliary Power Outlet: Service and Repair CIGAR LIGHTER HOUSING OR 12 VOLT ACCESSORY POWER RECEPTACLE REPLACEMENT TOOLS REQUIRED J 42059 Cigar Lighter Socket Remover REMOVAL PROCEDURE 1. Disconnect the 12-volt power supply fuse. 2. Remove the power supply by placing one side of the "T" portion of the tool J 42059 into the tab window and then angle the other side into the opposite tab window, then pull the lighter socket straight out. 3. Remove the power supply wire harness connector. INSTALLATION PROCEDURE 1. Install the power supply wire harness connector. 2. Align the tabs on the power supply socket with the slots on the power supply retainer. 3. Connect the power supply. 4. Connect the 12-volt power supply fuse. Page 1502 After inspecting the suspension, tires and alignment, and if the vehicle still leads or/pulls, it may be necessary to recalibrate the steering position sensor and torque sensor. Refer to Control Module Setup, SI Document ID. Disclaimer Page 6413 C304 Body Harness To LF Pretensioner Jumper Harness Page 3118 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. 1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not affect the compression. the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 6302 Application Table Part 3 Electrical - Various Electrical Systems Malfunctions Body Control Module: Customer Interest Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 7436 HVAC Control Module C1 - Part 3 HVAC Control Module C2 Page 3523 Body Control Module (BCM) C2 Part 2 Page 8107 Alarm Module: Service and Repair THEFT DETERRENT CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the ignition switch. 2. Remove the theft deterrent control module screws. 3. Remove the theft deterrent control module. INSTALLATION PROCEDURE 1. Install the theft deterrent control module. NOTE: Refer to Fastener Notice in Service Precautions. 2. Tighten the theft deterrent control module screws. Tighten Tighten the screws to 5 N.m (44 lb in). 3. Install the ignition switch. 4. Perform the vehicle theft deterrent system learn procedure. Refer to Programming Theft Deterrent System Components. See: Testing and Inspection/Programming and Relearning Locations On The Front Impact Bar Page 1787 Engine Oil: Capacity Specifications Engine Oil With Filter Change ............................................................................................................................... .............................................................. 4.7L (5.0 Qt) NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the recommended level and recheck fluid level. Page 6277 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. A/T - Revised Converter Check Valve/Cooler Line Fitting Fluid Line/Hose: Technical Service Bulletins A/T - Revised Converter Check Valve/Cooler Line Fitting INFORMATION Bulletin No.: 04-07-30-017B Date: November 25, 2008 Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler Fitting and Torque Converter Drain Back Check Ball Change Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks with one of the HYDRA-MATIC(R) Automatic Transmissions shown above. Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 04-07-30-017A (Section 07 - Transmission/Transaxle). Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings have changed and are not interchangeable with past models. The technician may find that when replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the transmission. A change to the transmission cooler line fittings was implemented in production on February 1, 2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler line fittings with the longer lead in pilot will not fit on models built before February 1, 2004. The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2) (3/8-18 NPSF w/check ball & 1/4-18 NPSF). If the transmission cooler lines will not connect, then replace them with the following cooler line fittings as appropriate with the older, shorter lead in pilot design: ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N 20793004. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second design P/N 15264588. ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N 20793005. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second design P/N 15264589. Diagram Information and Instructions Power Window Switch: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 7701 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-RF go to step 7. To disable the roof rail module-right go to step 10 and for the side impact sensor (SIS)-Right go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-RF connector. 9. Disconnect the seat belt pretensioner-RF connector from the vehicle harness connector. 10. Remove the garnish molding from the upper lock pillar. 11. Remove the connector position assurance (CPA) from the roof rail module-right connector. 12. Disconnect the roof rail module-right connector from the vehicle harness connector. Page 3605 Engine Control Module: Description and Operation Anti-Theft Function POWERTRAIN CONTROL MODULE (PCM) The powertrain control module (PCM) verifies that the password received from the theft deterrent module (TDM) via the serial data circuit is correct. The PCM can learn only one fuel continue password. If the fuel continue password is correct, the PCM enables the starting and fuel delivery systems. The PCM disables the starting and fuel delivery systems if any of the following conditions occur: - The fuel continue password is incorrect. - The fuel disable password is sent by the TDM. - No passwords are received-There is no communication with the TDM. IMPORTANT: On some vehicles, if the PCM is unable to communicate with the vehicle theft deterrent (VTD) system after the vehicle has started, the PCM will consider the VTD system to be malfunctioning. The PCM will enter a fail enable state and will command the security indicator to illuminate. When the PCM is in a fail enable state, the vehicle will NOT stall or stop running. If the PCM is in a fail enable state when the ignition is switched OFF, the PCM will remain fail enable until communications with the VTD system has been restored. When the PCM is in a fail enable state, the VTD system is NOT active and the vehicle will start. This feature is NOT available on all GM vehicle lines. Page 6455 C413 Fuel Sender Harness To Body Harness Part 1 Page 3297 Powertrain Control Module (PCM) C2 Part 3 Page 3384 Data Link Connector (DLC) Page 7362 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview DIAGNOSTIC STARTING POINT - COMPUTER/INTEGRATING SYSTEMS Begin the system diagnosis with Diagnostic System Check - Vehicle in Vehicle DTC Information. The Diagnostic System Check - Vehicle will provide the following information: - The identification of the control modules which are not communicating. - The identification of any stored diagnostic trouble codes (DTCs) and their status. The use of the Diagnostic System Check - Vehicle will identify the correct procedures to begin vehicle diagnosis. These must be performed before system DTC or symptom diagnosis. Page 1837 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-LF go to step 7. To disable the roof rail module-left go to step 10 and for the side impact sensor (SIS)-Left go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-LF connector. 9. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. 10. Remove the garnish molding from the upper lock pillar. 11. Remove the CPA from the roof rail module-left connector. Page 7619 Above Right Front Footwell Diagrams Ambient Light Sensor Page 7920 Disclaimer Recall - Unwanted ABS Activation/ABS Warning Lamp ON Technical Service Bulletin # 04030A Date: 041210 Recall - Unwanted ABS Activation/ABS Warning Lamp ON Product Safety - Unwanted ABS Activation # 04030A - (Dec 10, 2004) Models: 2004 Chevrolet Malibu, Malibu Maxx Equipped with Anti-Lock Brakes (ABS) THIS BULLETIN IS BEING REVISED TO ADVISE DEALERS TO ORDER PARTS, IF NECESSARY, FROM GMSPO RATHER THAN THE PQC. THIS BULLETIN CANCELS AND REPLACES BULLETIN 04030, ISSUED JUNE 2004. PLEASE DISCARD ALL COPIES OF BULLETIN 04030. Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with anti-lock brake system (ABS). The ABS controller may calculate a higher than actual vehicle speed if there is an erratic rear-wheel speed sensor signal. This can cause ABS activation where it is not needed or cause needed ABS activation to be extended during braking as the vehicle speed drops to about 5 km/h (3 mph). A four wheel ABS activation could occur for a maximum of 1.25 seconds on a level surface or for up to 2.5 seconds if the vehicle is on a grade, resulting in increased stopping distances of up to 3.4 m (11.4 ft). If this condition occurs where stopping distance is limited, a crash could occur. Some customers may experience illumination of the ABS warning lamp on the instrument panel. That can occur when the system detects the erratic speed signals and it means that the ABS is disabled. The brake system will perform normally in non-ABS mode until the vehicle is restarted and the ABS lamp is off. Correction Dealers are to reprogram the ABS controller. Vehicles Involved Involved are certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with ABS and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs. [Not all vehicles within the above breakpoints may be involved.] For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. Dealers that have no involved vehicles currently assigned will not have a report available in GM DealerWorld. For Canada For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared, and is being furnished to involved dealers. Dealers that have no involved vehicles currently assigned, will not receive a report with the recall bulletin. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Page 5992 Fuse Block - Underhood C1 Part 1 Page 8468 Important: Secure the wiring harness so that there is no risk of chafing or rattling. 6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement. 6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.4. Fold the rear seat backrest forward. 6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.6. Remove the A-pillar's lower side piece. 6.7. Open the cover on the right-hand wiring harness channels. 6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the right-hand A-pillar. 6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car. 6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector H2-11. Push in the optic cable and make sure the catch (B) locks and refit the locking strip (A). 6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C). Page 4448 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 1397 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. C100 - C130 Multiple Junction Connector: Diagrams C100 - C130 C100 Engine Harness To Automatic Transmission Harness Part 1 Page 4050 For vehicles repaired under warranty, use the table. Disclaimer Specifications Input Speed Sensor (ISS) Connector, Wiring Harness Side Page 1703 10. Press down on the surge tank to engage the mounting tabs. 11. Fill the coolant. Page 3575 Body Control Module: Scan Tool Testing and Procedures Scan Tool Data Definitions SCAN TOOL DATA DEFINITIONS Accessory Relay Command: The scan tool displays the state of the accessory relay command. Battery Voltage Signal: The scan tool displays the vehicle voltage. Ignition Mode Switch: The scan tool displays the ignition switch voltage signal. This signal is derived from the ignition Off/Run/Crank circuit. Ignition Switch Accessory: The scan tool displays the state of the ignition switch accessory circuit. Ignition Switch Run/Crank: The scan tool displays the state of the ignition switch Run/Crank circuit. Key In Ignition Cylinder: The scan tool displays whether or not the key is in the ignition cylinder. Power Mode: The scan tool displays the vehicle power mode. Run Relay Command: The scan tool displays the state of the Run relay. Run Crank Relay Command: The scan tool displays the state of the Run Crank relay. Vehicle Control Systems Data Page 2016 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 7796 Impact Sensor: Service and Repair Side INFLATABLE RESTRAINT SIDE IMPACT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disable the roof rail SIR system. Refer to SIR Disabling and Enabling Zone 8. 2. Remove the door trim panel. 3. Remove the fasteners securing the sensor to the vehicle and remove the sensor from the vehicle. 4. Disconnect the electrical connector. INSTALLATION PROCEDURE 1. Connect the electrical connector. NOTE: Refer to Fastener Notice in Service Precautions. 2. Position the sensor to the vehicle and install the sensor fasteners. Tighten Tighten the fasteners to 9 N.m (80 lb in). 3. Install the door trim panel. 4. Enable the roof rail SIR system. Refer to SIR Disabling and Enabling Zone 8. Page 2567 8. Remove the surge tank outlet hose from the radiator. 9. Raise the vehicle. Refer to Vehicle Lifting. 10. Remove the surge tank outlet hose from the surge tank hose clip. 11. Remove the surge tank outlet hose clamps from the surge tank outlet hose. Installation Procedure 1. Install the surge tank outlet hose clamps to the surge tank outlet hose. 2. Install the surge tank outlet hose to the surge tank hose clip. 3. Lower the vehicle. Page 5865 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 7755 69. Bend flat the twisted connection. 70. Secure and insulate the connection using electrical tape. 71. Twist together, bend, and tape the remaining connector wire lead to the remaining deployment wire. 72. Connect the deployment harness to the right seat belt pretensioner yellow connector. 73. Route the deployment harness out of the passenger side of the vehicle. 74. Disconnect the right/passenger roof rail module yellow harness connector (2). Page 6617 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Page 141 Vehicles Built with Upgradeable OnStar(R) System Analog Modules Note: Page 8299 5. Choose the outstanding core you wish to process, by selecting the Virtual Core Button on the far right side of the screen. 6. Enter the information in the required fields and select the submit button. Record the confirmation number. Canadian Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto https://adt.onstar.gm.mass.ca and enter information as prompted. All Dealers If the website indicates that the VCIM needs to be physically returned to the distributor, please use the pre-paid shipping label that was included in the kit to return the removed VCIM. Important: To avoid a $250 core non-return charge, you must do one of the following within 30 days of kit shipment: 1. Submit the necessary VCIM data through the website, as indicated above. 2. Mail the removed core from the customer's vehicle back to the distributor. 3. Return the unused digital upgrade kit back to the distributor using the pre-paid shipping label that is included in the kit box. Returning the Upgraded Vehicle to the Customer Returning the Upgraded Vehicle to the Customer 1. Place the new OnStar Subscriber Information (Owner's Manual kit) in the customer's vehicle where they can review some of the new features of the Digital-Capable system. The continuous digit dialing feature should be highlighted to the customer to avoid a return to the dealership for dialing instructions. Advise the customer to discard any existing OnStar(R) Owner's Manuals that may be in the vehicle. 2. Have the Service Advisor, Service Manager or Sales Consultant review the new OnStar(R) Hands-Free Calling procedure with the customer. The customer is uses to their analog OnStar(R) Hands-Free Calling system, which uses individual digit dial to make a call. The Generation 6 Digital-Capable system uses continuous digit dial, and the customer needs to be made aware of this change. 3. U.S. Dealers Only: Staple the "Tip Sheet - OnStar(R) Generation 6 Digitally-Capable System", that was included in the kit, to the customer's copy of the repair order. This tip sheet will help your customer better understand their new OnStar(R) system. 4. Canadian Dealers Only: Refer the customer to the Hands-Free Calling Quick Review Card from the new OnStar(R) Owner's Manual kit for help with the new dialing procedure. 5. Fill out the form entitled "GM Limited Warranty for Upgraded OnStar(R) Digital Equipment Program Participants" and staple a copy of this to the customer's repair order. You may want to keep a copy for your records. 6. Encourage your customer to press their blue OnStar(R) button the next day. The OnStar(R) Advisor will be able to review some of the new features of their digital OnStar(R) system. Closing the Onstar(R) Upgrade Exchange Closing the OnStar(R) Upgrade Exchange 1. Collect payment from the customer. Your dealership's open account (sales) will be charged for the cost of the chosen subscription plan, any applicable subscription taxes, and the $15 upgrade charge after the vehicle has been configured through the TIS2WEB process. 2. None of the costs associated with the OnStar Digital Upgrade program may be claimed as a GM goodwill event. These costs must be paid by the customer, and may not be included in any goodwill offered to the customer. GM employees or representatives or field personnel are not able to offer goodwill for this program. If the dealership decides to pay for the upgrade for their customer, be aware that your GM or OnStar(R) contact will not be able to reimburse you for this cost. 3. Use labor code Z2096 to submit your claim for the labor time published below plus 0.2 hr Administrative Allowance and an additional $20.00 Net Amount. ^ For all dealer claim submissions (excluding U.S. Saturn), use Complaint Code MH - Technical Bulletin, and Failure Code 93 - Technical Service Bulletin. Page 490 Parts Information Parts required to complete this recall are to be obtained from General Motors Service Parts Operations (GMSPO). Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall Claim with the information shown. Customer Notification General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Dealer Recall Responsibility -- For US The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All Page 1448 Instrument Panel Page 4753 Page 8437 High OR Low The above conditions are met for more than 3 seconds. Circuit/System Verification These DTCs cannot be retrieved with a current status. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. An intermittent condition is likely to be caused by a short on the Class 2 serial data circuit. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. DTC B2455 DTC Descriptors DTC B2455 01: Cellular Phone Microphone Circuit Short to Battery DTC B2455 02: Cellular Phone Microphone Circuit Short to Ground DTC B2455 04: Cellular Phone Microphone Circuit Open Circuit Circuit/System Description Without RPO UAV The vehicle communication interface module (VCIM) uses the cellular phone microphone to allow driver communication with OnStar(R). With RPO UAV The vehicle communication interface module (VCIM) and navigation radio use the cellular phone microphone to allow driver communication with OnStar(R), as well as to operate the voice recognition/voice guidance feature of the navigation radio. Conditions for Running the DTC The ignition is in RUN or ACC position. System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 10 seconds. Conditions for Setting the DTC B2455 01: A short to battery is detected on the cellular microphone signal circuit. B2455 02: A short to ground is detected on the cellular microphone signal circuit. B2455 04: An open circuit is detected on the cellular microphone signal circuit. Action Taken When the DTC Sets The VCIM and/or navigation radio (RPO UAV) will not receive any signal from the microphone. The OnStar(R) status LED turns red. Voice recognition will not function. Conditions for Clearing the DTC Page 8280 8.5. Close the luggage compartment floor. 9. Fold down the left-hand rear side hatch in the luggage compartment. 10. M03: Replace the optic cable on the left-hand rear side: 10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A). 10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable. 10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the connector and disconnect the optic cable coming from the OnStar(R) control modules. Page 95 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through the existing cable ties (C) if possible, otherwise, secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches lock. 6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring harness securing points and by the SRS unit (D). 6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel shelf. 6.15. Unplug the connectors (E) from the OnStar(R) control modules. 6.16. Remove the console (F) together with the OnStar(R) control modules. Page 1116 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The CMP sensor signal is a digital ON/OFF pulse output once per revolution of the camshaft. The CMP sensor does not directly affect the operation of the ignition system. The CMP sensor information is used by the PCM to determine the position of the valve train relative to the crankshaft position. By monitoring the CMP and CKP signals, the PCM can accurately time the operation of the fuel injectors. The PCM supplies the sensor with a 12-volt reference circuit, a low reference circuit, and a signal circuit. Page 3711 3. Connect the H02S 2 electrical connector. 4. Lower the vehicle. A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Seals and Gaskets: All Technical Service Bulletins A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Locations Traction Control Switch: Locations Instrument Panel Page 7007 19. Remove the frame to body bolts. 20. Lower the frame from the vehicle. 21. When replacing the frame, remove the following components: * Steering gear-Refer to Power Steering Gear Replacement in Power Steering System. * Stabilizer shaft-Refer to Stabilizer Shaft Replacement in Front Suspension. * Rear transmission mount bracket-Refer to Transmission Mount Replacement - Rear in Automatic Transaxle - 4T40-E/4T45-E. Installation Procedure 1. When replacing the frame, install the following components: * Steering gear-Refer to Power Steering Gear Replacement in Power Steering System. * Stabilizer shaft-Refer to Stabilizer Shaft Replacement in Front Suspension. Page 6299 Location View Location View Page 3593 Powertrain Control Module (PCM) C2 Part 4 Diagrams Fuel Tank Pressure (FTP) Sensor Page 1143 Fuel Tank Pressure Sensor: Service and Repair Fuel Tank Pressure Sensor Replacement (Malibu MAXX) FUEL TANK PRESSURE SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Relieve the system fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Drain fuel tank. Refer to Fuel Tank Draining Procedure. 4. Remove the fuel tank. 5. Remove the electrical connector from the fuel tank pressure sensor. 6. Remove the fuel tank pressure sensor from modular fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor to modular fuel sender. 2. Install the electrical connector to fuel tank pressure sensor. 3. Install the fuel tank. 4. Refill tank. 5. Install the negative battery cable. Page 7315 Tighten Tighten the screws to 1.5 N.m (13 lb in). 4. Install the OnStar module bracket. 5. Install the communication interface module. 6. Install the right closeout panel. 7. Install the fuse labeled HVAC CTRL (BATT). Page 5161 Page 247 Disclaimer Page 1306 Page 7860 6. Remove the left/driver outer trim cover from the I/P. 7. Remove the connector position assurance (CPA) from the steering wheel module coil connector. 8. Disconnect the steering wheel module coil connector from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the left outer trim cover to the I/P. Page 5683 1. Clean the sealing surface of the BPMV, with denatured alcohol and a clean shop cloth. 2. Use care when aligning the EBCM to the BPMV electrical terminals. Install the EBCM to the BPMV. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the 4 EBCM-to-BPMV retaining bolts (1). ^ Tighten the bolts in a criss-cross pattern. ^ Tighten the bolts to 5 Nm (44 inch lbs.). Important: Ensure that the electrical connector Is correctly inserted properly into the EBCM prior to swinging the assist locking lever into position. Failure to make a proper connection may cause communication problems with the module. 4. Connect the electrical connector to the EBCM. 5. If installing a new EBCM it is necessary to program the EBCM. See: Testing and Inspection/Programming and Relearning Page 1022 Fog/Driving Lamp Switch: Service and Repair ACCESSORY SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) trim panel. 2. Remove the fog lamp switch wire harness connector. 3. Remove the fog lamp switch. 4. Remove the adjustable pedal switch wire harness connector. 5. Remove the adjustable pedal switch. INSTALLATION PROCEDURE 1. Install the adjustable pedal switch. 2. Install the adjustable pedal switch wire harness connector. Page 5620 6. Remove the front cable retaining screw. 7. Remove the 2 front park brake cable plastic retainers from the body. 8. Remove the floor console. 9. Remove the right rear park brake cable (1) from the crush bracket (5). 10. Remove the left rear park brake cable (2) from the crush bracket (5). 11. Remove the 2 nuts from the front brake cable mounting bracket. 12. Remove the park brake pedal assembly from the vehicle. Installation Procedure Page 6537 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 8355 Powertrain Control Module (PCM) C1 Engine Control Module: Diagrams Powertrain Control Module (PCM) C1 Powertrain Control Module (PCM) C1 Part 1 Page 6613 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Page 3538 Body Control Module - C1 Part 2 Page 5996 Fuse Block - Underhood C2 Part 2 Page 2647 1. Install the cooling fan and shroud assembly to the radiator. 2. Snap the fan shroud tabs into the radiator clips. 3. Install the transmission oil cooler pipes to the radiator. 4. Install the radiator, cooling fan shroud and transmission oil cooler pipe assembly. 5. Install the radiator air side seals onto the condenser mounting tabs on the radiator. Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 6479 Application Table Part 2 Page 8020 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 7338 Ambient Air Temperature Sensor Specifications Timing Cover: Specifications Engine Front Cover Bolt Large Bolt ............................................................................................................................................ ................................................. 55 Nm (41 ft. lbs.) Medium Bolt ......................................................... ................................................................................................................................ 55 Nm (41 ft. lbs.) Small Bolt ............................................................................................................................................ ................................................. 27 Nm (20 ft. lbs.) Page 6100 C214 Body Harness To Console Harness (Without RPO Code UK6, U32) Page 2912 Steps 24 - 28 Page 192 7.1. Remove the console (A) together with the OnStar(R) control modules. 7.2. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 8. CV: Removing the OnStar(R) control modules and securing the wiring: Adjustment/Replacement. 8.1. Open the luggage compartment floor. Locations Mass Air Flow (MAF) Sensor: Locations Top Right Front Of Engine Page 6415 C310 Body Harness To Passenger Seat Harness Page 96 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness once more and secure with cable ties (H). 6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the ordinary securing points and by the speaker (I). 6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel housing, next to REC. The cable is secured in the existing clips. 6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement. 6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.24. Fold up the rear seat backrest. 6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.26. Fit the A-pillar's lower side piece. 7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring: Page 5132 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Diagrams Remote Control Door Lock Receiver (RCDLR) Instruments - DIC Messages Missing Body Control Module: Customer Interest Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Page 3451 Heated Oxyged Sensor (HO2S) Bank 2 Sensor 2 Specifications Brake Bleeding: Specifications HYDRAULIC BRAKE SYSTEM Delco Supreme II Brake Fluid or equivalent DOT-3 brake fluid. Page 5868 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 3169 Disclaimer Page 1420 Window Switch - Passenger Part 2 Page 6868 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 637 Body Control Module (BCM) C2 Part 3 Page 4912 Q: Why didn't the machine come with the adapters to hook up to the car? A: The J 45096 was designed to use the previously released essential cooler line adapters for the J 35944-A. All adapters are listed on page 17 of the Operation Manual and can be ordered from Kent-Moore at 1-800-345-2233. Q: How do I connect the J 45096 to a Catera, Prizm or a Vibe? A: These vehicles, along with many other models, only require barbed fittings to connect to the rubber cooler hose. These fittings are commercially available and already found in many shops. Q: Why didn't I receive an Operation Manual with the machine? A: The Operation Manual was packaged in the upper portion of the shipping carton. If the shipping carton was lifted off the base without opening the top of the carton, the Operation Manual could have been discarded with the carton. Replacement Operation Manual packages can be obtained from Kent-Moore Customer Service at 1-800-345-2233. Q: Why can't I re-use the transmission fluid I use for flushing? A: The very fine metal and clutch material debris from the transmission failure in the ATF causes failures with the hall effect speed sensors that are used to measure the flow rate. To avoid costly repairs, expensive filters, regular maintenance and problems caused by a partially restricted filter, the filter was not included. Q: What do I do if I need service on my machine? A: Call Kent-Moore Customer Service at 1-800-345-2233. The J 45096 has a one-year warranty. Q: Can I flush and flow engine oil coolers? A: The engine oil cooler flow rates, the appropriate adapters and an acceptable procedure are currently under development. Disclaimer Page 492 10. Remove the IBCM 1 fuse (30 amp) for 10 seconds and then reinstall. 11. Install the fuse cover and battery cover. 12. Close the hood. Rear Wheel Bearing Replacement Important: The following procedure should only be performed if ABS DTC C0045 and/or C0050 were found earlier in the procedure. 1. Raise the vehicle on a suitable hoist and support as necessary. 2. If ABS DTC C0045 was found, remove the LEFT REAR tire and wheel assembly. If ABS DTC C0050 was found, remove the RIGHT REAR tire and wheel assembly. If both ABS DTCs were found, remove both rear tire and wheel assemblies. 3. Remove the two bolts (2) attaching the brake caliper mounting bracket to the knuckle. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and they hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Important: DO NOT disconnect the hydraulic brake flexible hose from the caliper. 4. Remove the rear brake caliper mounting bracket and caliper as an assembly and support the assembly with heavy mechanic's wire, or equivalent. 5. Remove the brake rotor. Do not force the rotor off If the rotor is difficult to remove, ease if off by gently rotating it as you pull outward. 6. Disconnect the electrical connector for the wheel speed sensor on the bearing hub. 7. Remove the four nuts attaching the bearing hub assembly to the knuckle and remove the bearing hub and brake backing plate. 8. Position the brake backing plate and new bearing hub assembly to the knuckle and install the four nuts. Tighten Tighten the four nuts to 63 Nm (46 lb-ft). 9. Connect the electrical connector to the wheel speed sensor on the bearing hub. 10. Thoroughly clean any rust or corrosion from the mating/mounting surface on the backside of the brake rotor. Verify that there are no foreign particles or debris remaining. 11. Install the brake rotor on the bearing hub flange. 12. Install the rear brake caliper and mounting bracket on the knuckle. Page 3205 Body Control Module (BCM) C4 Part 1 Page 1042 Page 7597 Refrigerant Filter: Service and Repair Suction Screen Installation SUCTION SCREEN INSTALLATION TOOLS REQUIRED J 44551 Suction Screen Kit IMPORTANT: Suction screens are intended to be installed in the suction hose after a major compressor failure. The suction screens are available in 3 different sizes. 1. Insert the J 44551-6 Sizing Tool (1) into the suction hose to select the correct size suction screen. 2. Insert the suction screen into the compressor end of the suction hose. 3. Install the correct mandrel (1) to the J 44551-5 Screen Installation Tool. Page 6300 Fuse: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Page 1173 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the MAP sensor electrical connector. 2. Remove the MAP sensor attaching screw. 3. Remove the MAP sensor and MAP sensor seal from the upper intake manifold. INSTALLATION PROCEDURE 1. Install the MAP sensor and MAP sensor seal into the upper intake manifold. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the MAP sensor attaching screw. Tighten Tighten the attaching screw to 6.5 N.m (5.7 lb in). 3. Connect the MAP sensor electrical connector. Locations Right Of Steering Column Page 2183 Crankshaft: Diagrams Disassembled Views Crankshaft and Components Page 885 Rear Compartment Lid Release Switch - Exterior Page 6511 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 5128 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 3429 Steps 3 - 4 Page 3315 Steps 13 - 15 Page 972 5. Disengage the fuel feed line from the retaining features built into the fuel tank. 6. Using the J 45722 tool and a long breaker-bar, unlock the fuel sender lock ring. 7. Remove the sender unit and check for possible interference between the internal vent tube and the sender float arm. 8. Take the sender vent line and turn it around to the side of the fuel tank sender. Make sure to rotate the vapor line to the spring guide bar. Important Cut off ANY excess tie strap. Make sure material doesn't fall into the fuel tank. 9. Add tie strap, GM P/N 12337820 (note that this is a fuel compatible material), to prevent the vapor line from rotating forward and allowing the pipe to interfere with the fuel level float. 10. Install an O-ring seal, GM P/N 22682111, onto the fuel sender. 11. Install the fuel sender assembly into the fuel tank. 12. Using the J 45722, install the fuel sender lock ring. Turn the fuel sender lock ring in a clockwise direction. 13. Turn the lock ring until the ring seats on the second detent. 14. Engage the fuel feed line to the retaining features built into the fuel tank. 15. Connect the EVAP vapor line quick connect fittings. Refer to Plastic Collar Quick Connect Fitting Service in SI. 16. Connect the fuel pressure sensor and sender electrical connections. 17. Install the fuel tank. Refer to Fuel Tank Replacement in SI. A/T Control - DTC P0756 Diagnostic Tips Valve Body: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Page 206 ^ Pay the dealer the regular retail price (no discounts are available) for one of the following 1-year, non-refundable OnStar(R) Analog-to-Digital Transition (ADT) Service Subscription Plans: ^ 1-year Safe & Sound Subscription: $199 ($289 in Canada) ^ 1-year Directions & Connections Subscription: $399 ($579 in Canada) ^ Pay the dealer the applicable state and local sales taxes on the subscription: ^ U.S. Dealers: Taxes only apply in these states: CT, DC, FL, HI, ND, NJ, NM, NY, SC, SD, TX, and WV ^ Canadian Dealers: All applicable taxes ^ Pay the dealer a one-time charge of $15 for the upgrade: ^ U.S. Dealers: Do not collect taxes on the $15 ^ Canadian Dealers: Collect all applicable taxes on the $15 Note: Dealers should NOT remit OnStar(R) ADT-related taxes to their taxing authority as OnStar(R) is responsible for tax remittance. Please Be Sure To Read these Important Points: ^ The 1-year OnStar(R) subscription is not refundable or transferable to another person. Upgraders can apply unused subscription months to a new or Certified Pre-Owned digital OnStar-equipped GM vehicle purchase or lease. As noted above, the digital upgrade program requires the subscriber to purchase a one-year prepaid OnStar(R) subscription. Assuming the subscriber intends to keep their vehicle, but subsequently purchases or leases a 2006 model year or newer OnStar(R)-equipped new or certified used GM vehicle, in the interest of subscriber satisfaction, they may apply remaining unused whole months of the subscription to the new vehicle. The subscription may not be applied to another person's vehicle. Important: This is a customer satisfaction measure that would usually occur several months after an upgrade. It is not intended to be leveraged as part of a new/used vehicle purchase or lease transaction. ^ The $15 charge is not refundable. ^ Dealer ADT kit orders are VIN specific. Dealer kit orders require a VIN and must be exchanged with the OnStar(R) unit in the vehicle with that VIN. Proper activation and enrollment depends on this step. ^ You must put the actual miles on the Repair Order. Do not estimate. ^ Customers will receive a Hands-Free Calling number once the digital hardware is installed and configured. ^ Any nametags that were stored in the old system will need to be re-set by the subscriber once the new hardware is installed. ^ Customers are responsible for the charges described above regardless of whether their vehicle is in or out of the New Vehicle Warranty period. In addition, customers should not be charged labor costs. Dealers can charge GM the labor for the upgrade as specified at the end of this bulletin using the listed labor operation. ^ Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within InfoNET. ^ Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). If you are unsure who the PSC is, check with the Sales Manager. Ordering the Upgrade Kit/Upgrade kit Installation Ordering the Upgrade Kit 1. To order a kit, you will need to access the OnStar(R) Online Enrollment webpage, located under the sales or service workbench of GM GlobalConnect (infoNET for Canadian upgrade orders). These kits cannot be ordered from GMSPO. Page 7883 and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall claim with the information shown. Refer to the General Motors WINS claims Processing Manual for details on Product Recall claim Submission. Customer Notification General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Dealer Recall Responsibility -- For US The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listings, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Page 4359 Page 8303 Labor Time Information Page 394 9. Erase the diagnostic trouble codes. 10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description. Page 6827 Page 297 Labor Time Information Testing and Inspection Engine Oil Pressure: Testing and Inspection Oil Pressure Diagnosis and Testing Low or No Oil Pressure The following conditions may cause low or no oil pressure: ^ Low oil level Fill to the full mark on the oil level indicator. ^ Incorrect or malfunctioning oil pressure switch Replace the oil pressure switch. ^ Incorrect or malfunctioning oil pressure gauge Replace the oil pressure gauge. ^ Improper oil viscosity or diluted oil Install oil of proper viscosity for expected temperature. - Install new oil if the oil is diluted. ^ A worn or dirty oil pump Clean or replace the oil pump. ^ A plugged oil filter Replace the oil filter. ^ A loose or plugged oil pickup screen Replace the oil pickup screen. ^ A hole in the oil pickup tube Replace the oil pickup tube. ^ Excessive bearing clearance Replace the bearings. ^ Cracked, porous, or plugged oil gallery Repair or replace the engine block. ^ Missing or improperly installed gallery plugs Install or repair the plugs as needed. ^ A stuck pressure regulator valve Inspect the pressure regulator valve for sticking in the bore. - Inspect the bore for scoring and burrs. ^ A worn or poorly machined camshaft Replace the camshaft. ^ Worn valve guides Repair the valve guides as needed. Oil Pressure Testing ^ Tools Required J 25087-C Oil Pressure Tester If the vehicle has low oil pressure complete the following steps: 1. Inspect the oil level. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the oil Filter. 4. Assemble the plunger valve in the large hole of the J25087-C base. Insert the hose in the small hole of the J 25087-C base. Connect the gauge to the end of the hose. 5. Insert the flat side of the rubber plug in the bypass valve without depressing the bypass valve. 6. Install the J25087-C on the filter mounting pad. 7. Start the engine. 8. Inspect the overall oil pressure, the oil pressure switch, and for noisy lifters. Ensure that the engine is at operating temperature before inspecting the oil pressure. The oil pressure should be approximately 414 kPa (60 psi) at 1,850 RPM using 5W-30 engine oil. 9. If adequate oil pressure is indicated, test the oil pressure switch. 10. If a low reading is indicated. press the valve on the tester base in order to isolate the oil pump and/or its components from the lubricating system. An adequate reading at this time indicates a good pump and the previous low pressure was due to worn bearings, etc. A low reading while pressing the valve indicates a faulty pump. Page 8301 Page 4241 Page 5591 11. Remove the 4 insulator bolts on the brake pressure modulator valve bracket. 12. Remove the brake modulator valve from modulator bracket by pulling straight up. Installation Procedure Important: When installing a new brake modulator assembly, do NOT remove the shipping plugs from the pipe ports until after installation into the vehicle. 1. Install the brake modulator valve to the modulator bracket. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 brake pressure modulator valve bracket insulator bolts. ^ Tighten the bolts to 10 Nm (86 inch lbs.). Page 5324 Rear Compartment Lid Release Switch - Exterior Engine Controls - Rough/Unsteady Idle PROM - Programmable Read Only Memory: All Technical Service Bulletins Engine Controls Rough/Unsteady Idle Bulletin No.: 04-06-04-080 Date: November 09, 2004 TECHNICAL Subject: Rough Engine Idle when Hot (Reprogram PCM) Models: 2004 Chevrolet Malibu with 3.5L Lx9 (VIN 8 - RPO LX9) Condition Some customers may comment on a rough or unsteady idle when the vehicle is at full warmed to operating temperature. Correction New calibrations have been released to address this concern. Reprogram the PCM with the appropriate calibration or later as shown. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 3239 Steps 7-13 Locations Mass Air Flow (MAF) Sensor: Locations Top Right Front Of Engine Page 6832 Page 4996 11. Connect the transaxle wiring harness to the following components: ^ TFP switch assembly ^ Pressure control solenoid (red connector) Important: The 1-2 shift solenoid wires are red and green. The 2-3 shift solenoid wires are red and yellow. ^ 1-2 shift solenoid ^ 2-3 shift solenoid ^ TCC solenoid 12. Install the oil pump shaft into the control valve body assembly. Important: If necessary, rotate the oil pump shaft while installing the oil pump assembly in order to engage the shaft splines to the splines on the oil pump rotor. 13. Install the oil pump assembly onto the oil pump shaft and the control valve body. Hand start and install the oil pump assembly bolts. Tighten the oil pump bolts to 12 Nm (9 ft. lbs.). 14. Install the transaxle case side cover. 15. Start the engine, warm up the transaxle, and check for leaks. 16. Inspect for proper fluid level. Locations Dimmer Switch: Locations Instrument Panel Page 2353 Engine Oil Pressure (EOP) Switch Page 8326 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Page 1865 Application Table Part 2 Page 2944 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector. 3. Remove the CKP sensor bolt. 4. Remove the CKP sensor. 5. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace the O-ring if necessary. 2. Install the CKP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the CKP sensor electrical connector. 5. Lower the vehicle. 6. Perform the CKP system variation learn procedure. See: Testing and Inspection/Programming and Relearning Page 725 Steps 19 - 23 Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 943 Discharge Air Temperature Sensor / Switch: Description and Operation AIR TEMPERATURE Air Temperature Sensors The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors: Ambient - Inside - Upper duct air temperature sensor - Lower duct air temperature sensor A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor signal decreases as the resistance decreases. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts. The inside air temperature sensor is located within the HVAC control module. Replacement of this sensor involves the replacement of the HVAC control module. The inside air temperature sensor operates within a temperature range between -40 to +185°C (-40 to +365°F). If the sensor is shorted to ground, voltage, or an open, the system will operate using an estimated default value to allow the system to operate. The ambient temperature sensor operates within a temperature range between -40 to +87.5°C (-40 to +189.5°F). The sensor signal is read by the BCM, scaled appropriately and transmitted to the HVAC Control Module through the Low Speed bus.If the sensor is shorted to ground, voltage, or an open, the system will operate using a signal scaled appropriately to allow the system to operate. The duct temperature sensor temperature response is different from the ambient and inside sensors. A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases the sensor resistance decreases. The sensor operates within a temperature range between -40 to +80°C (-40 to +176°F). Page 2346 ^ The oil pan flanges ^ The oil pan rail ^ The front cover ^ The rear main bearing cap ^ The threaded holes Installation Procedure 1. Install a new gasket. If you are installing the rear main bearing cap, place sealant on the oil pan gasket tabs. Place the sealer on the tabs that insert into the gasket groove on the outer surface of the main bearing cap. Use GM P/N 1052080 (Canadian P/N 10953480) or the equivalent. 2. Install the oil pan. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the oil pan bolts. ^ Tighten the bolts to 25 Nm (18 ft. lbs.). 4. Install the oil pan side bolts. ^ Tighten the bolts to 50 Nm (37 ft. lbs.). 5. Install the starter. 6. Install the flywheel inspection cover. 7. Install the A/C compressor to the engine. 8. Install the frame bolts. 9. Install engine nouns bolts and nuts. 10. Install the right side ballpoint to the steering knuckle. 11. Connect the right front antilock brake system (ABS) wheel speed sensor harness. 12. Install the retainers that support the brake fine to the frame. 13. Install the brakes the support the engine to the transmission. 14. Install the right front splash shield. 15. Install the right front tire and wheel assembly. Intake Manifold Replacement - Lower Intake Manifold: Service and Repair Intake Manifold Replacement - Lower Intake Manifold Replacement - Lower Removal Procedure Important: This engine uses a sequential multiport fuel injection system. Injector wiring harness connectors must be connected to their appropriate fuel injector or exhaust emissions and engine performance may be seriously affected. 1. Disconnect the battery ground negative cable. 2. Remove the upper intake manifold. 3. Remove the left valve rocker arm cover. 4. Remove the right valve rocker arm cover. 5. Disconnect the engine coolant temperature (ECT) wiring harness. 6. Disconnect and remove the fuel injector and manifold air pressure (MAP) wiring harness. 7. Remove the fuel injector rail. 8. Disconnect the heater inlet pipe with heater hose from the lower intake manifold and reposition. 9. Disconnect the radiator inlet hose from the engine. 10. Disconnect the thermostat bypass hose from the thermostat bypass pipe and lower intake manifold pipe. Interior - Rattle/Buzz From Instrument Panel Heater Hose: All Technical Service Bulletins Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Page 465 Heated Seat Control Module - Passenger, C2 (With RPO Code KA1) Page 5130 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 6404 C207 I/P Harness To Body Harness Part 2 Recall - Unwanted ABS Activation/ABS Warning Lamp ON Technical Service Bulletin # 04030A Date: 041210 Recall - Unwanted ABS Activation/ABS Warning Lamp ON Product Safety - Unwanted ABS Activation # 04030A - (Dec 10, 2004) Models: 2004 Chevrolet Malibu, Malibu Maxx Equipped with Anti-Lock Brakes (ABS) THIS BULLETIN IS BEING REVISED TO ADVISE DEALERS TO ORDER PARTS, IF NECESSARY, FROM GMSPO RATHER THAN THE PQC. THIS BULLETIN CANCELS AND REPLACES BULLETIN 04030, ISSUED JUNE 2004. PLEASE DISCARD ALL COPIES OF BULLETIN 04030. Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with anti-lock brake system (ABS). The ABS controller may calculate a higher than actual vehicle speed if there is an erratic rear-wheel speed sensor signal. This can cause ABS activation where it is not needed or cause needed ABS activation to be extended during braking as the vehicle speed drops to about 5 km/h (3 mph). A four wheel ABS activation could occur for a maximum of 1.25 seconds on a level surface or for up to 2.5 seconds if the vehicle is on a grade, resulting in increased stopping distances of up to 3.4 m (11.4 ft). If this condition occurs where stopping distance is limited, a crash could occur. Some customers may experience illumination of the ABS warning lamp on the instrument panel. That can occur when the system detects the erratic speed signals and it means that the ABS is disabled. The brake system will perform normally in non-ABS mode until the vehicle is restarted and the ABS lamp is off. Correction Dealers are to reprogram the ABS controller. Vehicles Involved Involved are certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with ABS and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs. [Not all vehicles within the above breakpoints may be involved.] For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. Dealers that have no involved vehicles currently assigned will not have a report available in GM DealerWorld. For Canada For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared, and is being furnished to involved dealers. Dealers that have no involved vehicles currently assigned, will not receive a report with the recall bulletin. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Service and Repair Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder Replacement Removal Procedure 1. Remove the knee bolster. 2. Turn ignition switch to the run position. 3. Push the ignition lock cylinder tab. 4. Remove the ignition lock cylinder. Installation Procedure Important: If you are installing a new lock cylinder, refer to Key and Lock Cylinder Coding. Page 1516 Alignment: Service and Repair Rear Wheel Alignment Rear Camber Adjustment 1. Loosen the inner lower control arm cam bolt nuts. 2. Rotate the cam bolts to the required camber specification setting. Notice: Refer to Fastener Notice in Service Precautions. 3. Maintain the camber setting while tightening the cam bolt nuts Tighten ^ Tighten the inner lower control arm (front) bolt nut to 110 Nm (81 ft. lbs.). Important: Check the toe setting AFTER changing camber or caster. 4. Check the camber setting after tightening. 5. Adjust the camber setting if necessary. Rear Toe Adjustment 1. Loosen the inner toe link cam bolt and nuts 2. Rotate the cam bolt to the required toe specification settings. Notice: Refer to Fastener Notice in Service Precautions. 3. Maintain the toe setting while tightening the cam bolt nut. ^ Tighten the rear suspension adjustment link lock nut to 110 Nm (81 ft. lbs.). 4. Check the toe setting after tightening. 5. Adjust the toe setting if necessary. CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure CKP SYSTEM VARIATION LEARN PROCEDURE 1. Install a scan tool. 2. Monitor the powertrain control module (PCM) for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 3. Select the crankshaft position variation learn procedure with a scan tool. 4. The scan tool instructs you to perform the following: 4.1. Accelerate to wide open throttle (WOT). 4.2. Observe fuel cut-off for applicable engine. 4.3. Release throttle when fuel cut-off occurs. 4.4. Engine should not accelerate beyond calibrated RPM value. 4.5. Release throttle immediately if value is exceeded. 4.6. Block drive wheels. 4.7. Set parking brake. 4.8. DO NOT apply brake pedal. 4.9. Cycle ignition from OFF to ON. 4.10. Apply and hold brake pedal. 4.11. Start and idle engine. 4.12. Turn the A/C OFF. Vehicle must remain in Park or Neutral. The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: Crankshaft position (CKP) sensors activity-If there is a CKP sensor condition, refer to the applicable DTC. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 5. Enable the CKP system variation learn procedure with the scan tool and perform the following: IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. - Accelerate to WOT. - Release throttle when fuel cut-off occurs. 6. The scan tool displays Learn Status: Learned this ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 7. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether or not DTC P0315 is set: An engine replacement - A PCM replacement - A harmonic balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. Locations Trunk / Liftgate Switch: Locations Left Front Door Specifications Connecting Rod: Specifications Connecting Rod Bearing Cap Bolt First Pass ............................................................................................................................................. ................................................. 25 Nm (18 ft. lbs.). Final Pass ........................................................... ............................................................................................................................................. 110 degrees Connecting Rod Bore Diameter ................................................................................................................................ 60.322-60.338 mm (2 375-2.376 inch) Connecting Rod Bore Out-of-Round ............................................................................................................................................. 0.006 mm (0.00023 inch) Connecting Rod Length - Center to Center ............................................................................................................................................... 150 mm (5.9 inch) Connecting Rod Side Clearance .................................................................................................................................... 0.200-0.241 mm (0 008-0.009 inch) Crankshaft Connecting Rod Journal Diameter ........................................................................................................................ 50.768-50.784 mm (1.9987-1.9994 inch) Connecting Rod Journal Out-of-Round ........................................................................................................................................... 0.005 mm (0.0002 inch) Connecting Rod Journal Taper ........................................................................................................................................................ 0 005 mm (0 0002 inch) Connecting Rod Journal Width ..................................................................................................................................... 21.92-22.08 mm (0 863-0 869 inch) Page 1800 Disclaimer Page 4436 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 2131 The identification tag on the rear half of the transfer case provides the information shown. Disclaimer Steering/Suspension - Vehicle Pull/Lead Diagnosis Alignment: Customer Interest Steering/Suspension - Vehicle Pull/Lead Diagnosis Bulletin No.: 04-03-06-001 Date: September 10, 2004 INFORMATION Subject: Vehicle Leads/Pulls Characteristics and Diagnosis Models: 2004-2005 Chevrolet Malibu and Malibu MAXX Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction Variability in the tire construction may produce lead/pull. The rear tires will not cause lead/pull. ^ Wheel alignment ^ Brake Drag ^ Unbalanced steering gear Visual/Physical Inspection ^ Inspect for aftermarket devices which could affect the operation of any of the suspension sub-systems. ^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. ^ Inspect for proper tire size and inflation pressure. ^ Inspect for abnormal tire wear. Vehicle Leads/Pulls Alignment Diagnosis and Repair Front cross-caster and front cross-camber are the only wheel alignment parameters that influence lead or pull. If the vehicle leads/pulls to the left after performing the steps listed in SI Document ID, and the front wheel alignment parameters are found to be in specification, adjust the front left and/or right camber to achieve a cross-camber of -0.50° to -0.75°. Refer to Front Camber Adjustment, SI Document. The cross-camber is the difference between the left side camber and the right side camber (cross-camber = LH camber-RH camber). Positive cross-camber may cause the vehicle to pull to the left. For example: If the vehicle pulls to the left, adjust the cross-camber more negative and vice-versa. Steering Position and Torque Sensor Calibration Important: ONLY perform the steering position sensor and torque sensor recalibration procedure after the tires, suspension and alignment specifications have been inspected and/or corrected and the vehicle still exhibits a lead or pull condition. Failure to do so may result in additional customer lead and or pull concerns. After inspecting the suspension, tires and alignment, and if the vehicle still leads or/pulls, it may be necessary to recalibrate the steering position sensor and torque sensor. Refer to Control Module Setup, SI Document ID. Page 2594 15. Remove the left radiator air deflector retainers. 16. Remove the left radiator air deflector. 17. Reposition the radiator outlet hose clamp at the radiator using the J 38185. 18. Remove the radiator outlet hose from the radiator. 19. Remove the fan wire harness connectors. 20. Remove the lower radiator support bracket bolts. 21. Remove the lower radiator support brackets. 22. Place a drain pan under the transmission oil cooler pipes. 23. Remove the transmission oil cooler pipes attachment nut from the transmission. 24. Remove both transmission oil cooler pipes from the transmission. Locations Left Rear Of Engine Page 197 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness approx. 100 mm (4 in) from H2-9, fit the cable tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the bracket. Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and secure with cable tie. 13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 14. Fit the ground cable to the battery's negative terminal. 15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging system - Adjustment/Replacement. Important: Follow Tech 2(R) on-screen instructions. 16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and Operation - Add/Remove. 2000-2004 Saab 9-5 2000-2004 Saab 9-5 Page 2714 3. Disconnect the rear heated oxygen sensor (HO2S) connector. 4. Remove the rear HO2S using J 39194-B. 5. Remove the exhaust manifold heat shield. 6. Remove the exhaust gas recirculation (EGR) pipe. 7. Remove the upper exhaust manifold to cylinder head nuts. 8. Remove the upward-pointing fastener from the rear catalyst assembly. 9. Raise the vehicle. 10. Remove the crossover pipe. 11. Remove the rear catalyst assembly. Page 6193 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Locations Inflatable Restraint Sensing And Diagnostic Module: Locations Passenger Compartment Floor Page 1997 Tires: Service and Repair Tire Mounting and Dismounting Tire Mounting and Dismounting Notice: Use a tire changing machine in order to dismount tires. Do not use hand tools or tire irons alone in order to remove the tire from the wheel. Damage to the tire beads or the wheel rim could result. Notice: Do not scratch or damage the clear coating on aluminum wheels with the tire changing equipment. Scratching the clear coating could cause the aluminum wheel to corrode and the clear coating to peel from the wheel. Notice: Damage to either the tire bead or the wheel mounting holes can result from the use of improper wheel attachment or tire mounting procedures. It takes up to 70 seconds for all of the air to completely exhaust from a large tire. Failure to follow the proper procedures could cause the tire changer to put enough force on the tire to bend the wheel at the mounting surface. Such damage may result in vibration and/or shimmy, and under severe usage lead to wheel cracking. 1. Deflate the tire completely. Important: Rim-clamp European-type tire changers are recommended. 2. Use the tire changer in order to remove the tire from the wheel. 3. Use a wire brush or coarse steel wool in order to remove any rubber, light rust or corrosion from the wheel bead seats. Notice: When mounting the tires, use an approved tire mounting lubricant. DO NOT use silicon or corrosive base compounds to lubricate the tire bead and the wheel rim. A silicon base compound can cause the tire to slip on the rim. A corrosive type compound can cause tire or rim deterioration. 4. Apply an approved Lubricant to the tire bead and the wheel rim. 5. Use the tire changer in order to install the tire to the wheel. Caution: To avoid serious personal injury, do not stand over tire when inflating. The bead may break when the bead snaps over the safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat the beads, deflate, relubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. 6. Inflate the tire to the proper air pressure. 7. Ensure that the locating rings are visible on both sides of the tire in order to verify that the tire bead is fully seated on the wheel. Page 1279 5. Remove the transaxle range switch bolts and remove the switch. Installation Procedure (Old Switch) 1. Make sure the transaxle manual shaft is in the Neutral position. 2. Align the flats on the transaxle shift shaft with the flats on the transaxle range switch and install the switch. 3. Loosely install the transaxle range switch bolts. 4. Insert the J 41545 as shown and rotate the switch until the tool drops onto position. Notice: Refer to Fastener Notice in Service Precautions. 5. Tighten the transaxle range switch bolts. Tighten the range switch bolts to 20 Nm (15 ft. lbs.). 6. Remove the alignment tool. Page 3685 Steps 7 - 10 Page 393 7.2. Remove the console (A). 7.3. Disconnect the connector (B) from the OnStar(R) control module. Important: Secure the cable harness to prevent the risk of scraping and rattling. 7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness again and secure with cable ties (D). 7.5. 5D: Assemble the right-hand cover for the luggage compartment floor. 8. Fit the ground cable on the battery's negative cable. Tire and Wheel Removal and Installation Tires: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Torque Limiting Socket Set Removal Procedure 1. Raise and support the vehicle. 2. Remove the wheel center cap, if equipped. 3. Remove the wheel nut caps, if equipped. 4. Mark the relationship of the wheel to the hub. 5. Remove the wheel nuts. Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident Notice: Removing the wheel may be difficult because of foreign materials or a tight fit between the wheel and the hub/rotor. Slightly tap the tire side wall with a rubber mallet in order to remove the wheel. Failure to Follow these instructions may result in damage to the wheel. 6. Remove the tire and wheel assembly from the vehicle. If the tire and wheel assembly is difficult to remove, perform the following steps: 6.1. Install and tighten all wheel nuts on the affected wheel. 6.2. Loosen each wheel nut two turns. 6.3. Lower the vehicle. 6.4. Rock the vehicle from side to side. 6.5. Repeat this procedure if necessary. 7. If the tire and wheel assembly still does not loosen, perform the following steps: 7.1. Start the engine. 7.2. Drive the vehicle forward and rearward slightly while applying quick, hard jabs of the brakes prior to changing direction. 7.3. Repeat this procedure if necessary. Installation Procedure Page 183 2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure location. Refer to Cellular Communications Connector End Views and related schematics in SI, if required. Important: DO NOT perform the OnStar(R) reconfiguration and/or programming procedure. 3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. 2002 Through 2006 Model Year Vehicles (Except Saab Vehicles) 2002 through 2006 Model Year Vehicles (Except Saab Vehicles) Important: The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully perform the VCIM setup procedure and disable the analog system. 1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument panel of the vehicle. 2. Turn the Tech 2 ON by pressing the power button. Important: Tech 2 screen navigation to get to the setup procedure depends on the year and make of the vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2 screen is provided below. ^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >> Setup New OnStar >> ^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm. Interface Module >> Module Setup >> VCIM Setup >> 3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup Tech 2 screen. 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 1. Remove the ground cable from the battery's negative terminal. 2. Apply the handbrake brake. 3. Detach the floor console. 4. Remove the switch and the floor console: 3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector. 3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then unhooking the front edge. Unplug the ignition Page 648 Body Control Module (BCM) C4 Part 4 Page 6242 Page 6268 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 7792 Inflatable Restraint Side Impact Sensor - Right (With RPO Code AY1) Page 4907 each repair. With the ATF in a tightly sealed container, place the container in a tub of hot water for a period of time. Then pour the ATF into the reservoir. This method works best with a low fluid level in the reservoir. Place the Transflow(R) machine in the direct sunlight with the cabinet door open to expose the reservoir to the rays of the warm sun. Flush / Flow Test Procedure Important All labor operations that include removal of the transmission from the vehicle and require the transmission oil pan or transmission side cover to be removed include labor time to flush the transmission oil cooler system. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate procedure. Important The J 45096 can be used to flush the transmission oil cooler system on an Allison equipped vehicle, but the flow meter should not be utilized. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate flow check procedure. Machine Displays After completion of the flush and flow test, the following information is to be recorded on the repair order. This information is displayed on the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine when the dial is in the code position. - Tested flow rate (displayed in Gallons Per Minute (GPM) - Temperature (displayed is degrees Fahrenheit) - Cycle number (a number) - Seven digit Alpha/Numeric flow code (i.e. A10DFB2) Warranty Information Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. Performing a transmission oil cooling system flush and flow test will use between 4.7-7.5 L (5-8 qts) of DEXRON(R)VI transmission fluid. The amount Page 1357 Page 7608 Refrigerant Oil: Service and Repair A/C Refrigerant System Oil Charge Replenishing If oil was removed from the A/C system during the recovery process or due to component replacement, the oil must be replenished. Oil can be injected into a charged system using J 45037. For the proper quantities of oil to add to the A/C refrigerant system, refer to Refrigerant System Capacities. Page 1700 Coolant Line/Hose: Service and Repair Surge Tank Hose/Pipe Replacement - Outlet Surge Tank Hose/Pipe Replacement -Outlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure . 1. Drain the coolant. 2. Flex the surge tank mounting tabs outward to release the surge tank from the bracket. 3. Remove the surge tank from the surge tank bracket. 4. Reposition the surge tank outlet hose clamp at the surge tank using the J 38185. 5. Remove the surge tank outlet hose from the surge tank. 6. Remove the left headlamp assembly. 7. Reposition the surge tank outlet hose clamp at the radiator using the J 38185. Page 6710 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zones SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration below, to identify the specific zone or zones in Page 525 Instrument Panel Page 2530 Water Pump: Service and Repair Water Pump Replacement (LX9) Removal Procedure 1. Drain the cooling system. 2. Loosen the water pump pulley bolts. 3. Remove the drive belt. 4. Remove the water pump pulley bolts and pulley. 5. Remove the water pump bolts, pump, and gasket. 6. Clean the water pump mating surfaces. Installation Procedure 1. Install the water pump gasket and pump (1). Page 3365 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 4110 Camshaft Position (CMP) Sensor Page 8382 Parts Information Page 8087 Disclaimer Page 3401 Step 4 Page 8236 Powertrain Control Module (PCM) C1 Engine Control Module: Diagrams Powertrain Control Module (PCM) C1 Powertrain Control Module (PCM) C1 Part 1 Page 5478 Important When using any one of the brake labor operations listed in this bulletin (except for H9709 - Brake Burnish), the following two rotor measurements (1. Original Rotor Thickness, 2. Refinished Rotor Thickness are required and MUST be written/documented on the repair order, or for your convenience, complete the form (GM Brake Service Repair Order Documentation for Required Measurements) shown above and attach it to the repair order. If the Warranty Parts Center generates a request, this Documentation/Form must be attached to the repair order that is sent back. Important Documentation of brake lathe maintenance and calibration as recommended by the lathe manufacturer must be available for review upon request. Repair Order Documentation - Rotor Original And Refinished Thickness - REQUIRED When resurfacing a brake rotor or drum, the ORIGINAL thickness (measured thickness before refinish) and REFINISHED thickness (measured thickness after refinish) MUST be written/documented on the repair order hard copy for each rotor serviced. If a rotor replacement is necessary, only the original thickness measurement needs to be recorded. Repair Order Documentation - Explanation of Part Replacement - REQUIRED If replacement of a brake component is necessary, proper documentation on the repair order is required. See the following examples: ^ Brake rotor replacement - Customer comment was brake pulsation. Rotor was refinished on a prior brake service. After rotor measurement, it was determined that refinishing the rotor again would take it under the Minimum Thickness specification. ^ Brake pad replacement - Customer comment was brake squeak noise. On inspection, found pads contaminated by fluid leak at caliper. Page 2022 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Page 278 DTC B2483: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2484: Global Positioning System (GPS) Antenna Malfunction Open Circuit Conditions for Running the DTCs The ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTCs B2462 02: The CIM detects a short to ground on the navigation antenna signal circuit. B2462 04: The CIM detects an open/high resistance on the navigation antenna signal circuit. B2483: The CIM detects a short to ground on the navigation antenna signal circuit. B2484: The CIM detects an open/high resistance on the navigation antenna signal circuit. Action Taken When the DTCs Set The OnStar(R) status LED turns red. The OnStar(R) Call Center cannot locate the vehicle. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 50 consecutive malfunction-free ignition cycles have occurred. Circuit/System Testing Turn OFF the ignition. 1. Disconnect the navigation antenna coax cable from the VCIM. 2. Ignition ON, test for 4.5-5.5 volts between the VCIM coax cable center conductor terminal at the VCIM and ground. ^ If not within the specified range, replace the VCIM. Refer to the appropriate vehicle in SI. 3. Reconnect the coax cable to the VCIM. 4. Disconnect the coax cable from the navigation antenna. 5. Test for 4.55.5 volts between the coax cable center conductor and the outer shield. ^ If not within the specified range, replace the coax cable. 6. If all circuits test normal, replace the navigation antenna. Refer to the appropriate vehicle in SI. DTC B2470 DTC Descriptor DTC B2470 04: Cellular Phone Antenna Circuit Malfunction Open Circuit Circuit/System Description The cellular antenna is connected to the vehicle communication interface module (VCIM) with an RG-58 coax cable. The VCIM collects the data from the cellular antenna once every second. Page 915 Engine Coolant Temperature (ECT) Sensor Page 6753 1. If the tilt teeth and/or detent lever was removed, carefully reinstall in the correct orientation as shown. ^ Line up the teeth in the proper orientation. ^ Compress the tooth spring within compression bracket slot. Important: Grease the cam surface with P/N 89021688 (Canadian P/N 89021674). Subassemble spacer to bolt retainer. 2. Align with the tilt teeth and attach to the side of the tilt bracket. 3. Subassemble the cam follower to release the follower. ^ Align with the tilt teeth and attach to the side of the tilt bracket. 4. Assemble the tilt lever through components. 5. Attach the thrust washer and preassemble the new torque prevailing nut. 6. Hold the tilt lever, with light pressure, against the cam follower. Actuate the lever to position against closed stop detent. Lever handle should be approximately parallel with the work surface. Note: Refer to Fastener Notice. Page 76 Electrical - Loss Of Steering Assist/DTC C0900 Ground Strap: Customer Interest Electrical - Loss Of Steering Assist/DTC C0900 TECHNICAL Bulletin No.: 08-02-32-005A Date: June 07, 2010 Subject: Loss of Power Steering Assist, Power Steering Warning Message Displayed in DIC, IPC/Radio Displays Erratic, DTC C0900, B1325 Set (Replace Ignition Coil/Module Assembly and Add Ground Strap) Models: 2004-2007 Chevrolet Malibu, Malibu Maxx with 3.5L Engine (VINs 8, N - RPOs LX9, LZ4) Supercede: This bulletin is being revised to add the 2007 model year. Please discard Corporate Bulletin Number 08-02-32-005 (Section 02 - Steering). Condition Some customers may comment on a loss of power steering assist at high RPM (above 3500 RPM) and a power steering warning message displayed in the DIC. They may also comment some instrument/radio displays are erratic. Upon investigation, the technician may find DTC C0900 set. If the displays were erratic, then DTC B1325 will also be set. Cause This condition may occur when the system voltage exceeds 16 volts for one second for code C0900 and the system shuts down to protect it from over-voltage operation. If the voltage exceeds 18 volts for five seconds for code B1325, then other electronic systems protect themselves and shut down. It has been found that this voltage increase is caused by an interaction between the alternator and the ignition coil/module assembly. Correction Replace the ignition coil/module assembly and add ground strap following the procedure below. 1. Disconnect the ignition coil electrical connector. 2. Disconnect the left side spark plug wires from the ignition coil. 3. Disconnect the right side spark plug wires from the ignition coil. 4. Remove the four bolts attaching the ignition coil to its mounting bracket and remove the ignition coil. 5. Remove the ignition coil from the mounting bracket. 6. Loosen the two lower ignition coil mounting bracket nuts. 7. Remove the two upper ignition coil mounting bracket bolts and discard. 8. Install the ground strap (1), P/N 12581176, to the upper left side of the bracket as shown between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Prior to installing the ground strap, remove the captured nut and washers. They are not needed (simply pound them out with a hammer on a vise). Install the washer (2), P/N 02436162, to the upper right side of the bracket between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Tighten Tighten all the ignition coil bracket bolts and nuts to 25 Nm (15 lb ft). 9. Install the new ignition coil to the mounting bracket. OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Service and Repair Air Register: Service and Repair DEFLECTOR REPLACEMENT - INSTRUMENT PANEL AIR - OUTER REMOVAL PROCEDURE 1. Use a small screwdriver and release the 4 tabs. 2. Remove the instrument panel (I/P) air outlet deflector. INSTALLATION PROCEDURE Install the I/P outer deflector. Page 7848 10. Remove the garnish molding from the upper lock pillar. 11. Remove the CPA from the roof rail module-left connector. 12. Disconnect the roof rail module-left connector from the vehicle harness connector. 13. Remove the LH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Left connector (4). 15. Remove the SIS-Left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Left go to step 3. To enable the roof rail module-left go to step 7, and to enable the seat belt pretensioner-LF go to step 9. Page 6311 Fuse Block - Rear C1 Part 3 Page 1429 Power Window Switch: Service and Repair Power Window Switch Replacement - Right Front Power Window Switch Replacement - Right Front Removal Procedure 1. Remove the door trim panel. 2. Release the tabs and push the switch bezel from the door trim. 3. Disconnect the electrical connectors from the switch. 4. Remove the switch from the bezel. Installation Procedure 1. Install the switch to the bezel. Page 6166 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 4970 Valve Body Spring and Bore Plug Chart (Inch) Specifications Water Pump: Specifications Water Pump Bolt ................................................................................................................................. .................................................. 10 Nm (89 inch lbs.) Water Pump Pulley Bolt .................................. ......................................................................................................................................... 25 Nm (18 ft. lbs.) Page 1866 Application Table Part 3 Page 7863 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-RF go to step 7. To disable the roof rail module-right go to step 10 and for the side impact sensor (SIS)-Right go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-RF connector. 9. Disconnect the seat belt pretensioner-RF connector from the vehicle harness connector. 10. Remove the garnish molding from the upper lock pillar. 11. Remove the connector position assurance (CPA) from the roof rail module-right connector. 12. Disconnect the roof rail module-right connector from the vehicle harness connector. Page 942 Air Temp Sensor - Upper Page 258 Page 7723 Inflatable Restraint Steering Wheel Module C2 Page 3372 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 1929 8. Use a flat-bladed tool to remove the locking pins from the body harness connector. 9. Disconnect the body harness connector. 10. Disconnect the remaining wiring harness connectors from the junction block. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center harness connectors into the electrical center. 2. Install the locking pin to the power supply connector NOTE: Refer to Fastener Notice in Cautions in Notices. 3. Install the bolts retaining the engine, I/P, and forward lamp wiring harness connectors to the junction block. Page 4759 Page 7215 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Page 5229 Page 6540 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 3232 Application Table Part 2 Page 2090 Wheel Bearing: Service and Repair Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 5. Remove the stabilizer link bolt at the knuckle and position the stabilizer link out of the way in order to provide access to the wheel bearing/hub bolts. 6. Remove the 4 wheel bearing/hub assembly nuts. 7. Remove the wheel bearing/hub assembly from the knuckle. Installation Procedure 1. Install the wheel bearing/hub assembly to the knuckle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 wheel bearing/hub assembly nuts. ^ Tighten the nuts to 63 Nm (47 ft. lbs.). 3. Connect the stabilizer link bolt at the knuckle.. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. 5. Install the brake rotor. 6. Install the tire and wheel assembly. 7. Lower the vehicle. 8. Inspect the rear alignment. Page 6703 2. Connect both front end sensors connector to the front end sensor (1). 3. Connect both CPA's to each front end sensor connector. 4. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center (1). 5. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 6. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. Page 8133 For vehicles repairs under warranty, use the table. Disclaimer Page 8168 Valve Rocker Arm Cover Replacement (Left) Valve Cover: Service and Repair Valve Rocker Arm Cover Replacement (Left) Valve Rocker Arm Cover Replacement- Left Removal Procedure 1. Partially drain the cooling system. 2. Remove the front ignition wire harness at the upper intake manifold and at the spark plugs. 3. Remove the thermostat bypass pipe. 4. Disconnect the positive crankcase ventilation (PCV) vacuum hose. 5. Remove the valve rocker cover bolts. 6. Remove the valve rocker cover. Bump the end of the valve rocker cover with the palm of your hand or a soft rubber mallet if the cover adheres to the cylinder head. 7. Clean the sealing surface on the cylinder head and the valve rocker cover with degreaser. Installation Procedure Page 463 Heated Seat Control Module - Driver, C3 (With RPO Code KA1) Instruments - Backlighting Inoperative During Daylight Body Control Module: Customer Interest Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 4411 Locations Page 5912 Page 6235 Rear Of Center Console Compartment Page 5343 Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve (BPMV) Replacement Brake Pressure Modulator Valve (BPMV) Replacement Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Notice: Always connect or disconnect the wiring harness connector from the EBCM/EBTCM with the ignition switch in the OFF position. Failure to observe this precaution could result in damage to the EBCM/EBTCM. Removal Procedure 1. Turn the ignition switch to the OFF position. 2. Clean the brake modulator assembly pipe fitting areas of any accumulated dirt and foreign material. 3. Disconnect the electrical connector from the electronic brake control module (EBCM). 4. Remove the EBCM. 5. Place a shop towel under the brake modulator assembly to catch any brake fluid loss. Important: Prior to disconnecting the brake pipes from the ADS modulator assembly, note the locations of the brake pipes to the valve assembly, to aid during installation. 6. Disconnect the 4 brake pipes (2) from the brake pressure modulator valve (BPMV). 7. Cap the brake pipe ends to prevent brake fluid loss and contamination. 8. Disconnect the master cylinder brake pipes (1) from the BPMV. 9. Cap the brake pipe ends to prevent brake fluid loss and contamination. 10. Plug the modulator brake pipe openings to prevent brake fluid loss and contamination. Page 7375 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 7632 HVAC CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) center trim panel. 2. Remove the HVAC control module screws. 3. Remove the HVAC control module. 4. Remove the HVAC control module wire harness connectors. INSTALLATION PROCEDURE IMPORTANT: The key should be in the OFF position when connecting the electrical connectors to ensure proper calibration. 1. Install the HVAC control module wire harness connectors. 2. Install the HVAC control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the HVAC control module screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the I/P center trim panel. IMPORTANT: Do not adjust any controls on the HVAC control module while the HVAC control module is calibrating. If interrupted improper HVAC performance will result. Page 277 A current DTC clears when the condition for setting the DTC is no longer present. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Without RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 5. If all circuits test normal, test or replace the cellular microphone. Circuit/System Testing With RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the X4 harness connector at the navigation radio and the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. 5. If all circuits test normal, test or replace the cellular microphone. 6. Connect the X4 harness connector at the navigation radio. 7. With a scan tool, verify that DTC B2455 is not set as current in the navigation radio. ^ If DTC B2455 is set as current, replace the navigation radio. Refer to the appropriate vehicle in SI. DTC B2462, B2483, or B2484 Circuit/System Description The vehicle communication interface module (VCIM) receives information from a specific navigation antenna located on the outside of the vehicle. The navigation antenna is connected to the VCIM via a shielded coaxial cable. The antenna cable also provides a path for DC current for powering the antenna. DTC Descriptors DTC B2462 02: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2462 04: Global Positioning System (GPS) Antenna Malfunction Open Circuit Page 8274 4.1. Unplug the SRS control module's connector (A). 4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D). 4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 4.4. Fit the connecting rail and end face. 4.5. Plug in the connector (A) and secure the cables with cable ties (B). 5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6. M03: Replace the optic cable on the right-hand side Locations Relay Box: Locations Left Side Of Core Support The Fuse/Relay Block is located under the hood in the junction block. Engine Controls - Extended Hot Start Crank Time PROM - Programmable Read Only Memory: All Technical Service Bulletins Engine Controls Extended Hot Start Crank Time Bulletin No.: 06-06-04-049 Date: September 22, 2006 TECHNICAL Subject: LX9 Engine Only, Intermittent Extended Crank Time On Hot Engine Restart, Starter Motor May Not Disengage After Engine Start (Reprogram PCM) Models: 2005-2006 Buick Rendezvous, Terraza 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Uplander 2005-2006 Pontiac G6, Montana SV6 2005-2006 Saturn Relay with 3.5L V6 Engine (VIN L, 8 - RPO LX9) Attention: This bulletin only applies to vehicles with EGR valves produced by Delphi. Vehicles built with Seimens EGR valves (production or service) already have the latest calibration. The PCM calibration to address this concern for 2006 vehicles listed in this bulletin will be available in the October 2006 broadcast. Condition Some customers may comment on an intermittent extended crank time on hot engine restart and the starter motor may not disengage after engine start. Correction Before reprogramming the PCM, verify the customer concern. Refer to Diagnostic System Check Vehicle in Vehicle Control Systems in SI. Follow the diagnostics for a possible cause of an extended crank time in hot engine restart. If no trouble is found, reprogram the PCM. Reprogram the PCM with the latest calibrations if the above concern is encountered. An updated PCM calibration is now available to address this concern. This calibration, or any that follow, is designed to address this concern. Refer to Service Programming System (SPS) using the appropriate Service Information (SI) procedures. The new PCM calibrations will be available to dealerships in TIS2Web (website version of TIS) version 9.5 for 2006 beginning 9/18/06. If you cannot access the calibration, call the Techline Customer Support Center and it will be provided. As always, make sure your Tech 2(R) is updated with the latest software version. Warranty Information For vehicles repaired under warranty, use the table. Page 2728 3. Install a service muffler clamp to the muffler inlet pipe. Position the clamp approximately 19 mm (3/4 inch), from the edge of the muffler inlet, with the clamp nuts oriented away from the evaporative emission (EVAP) canister. 4. Align the muffler and tailpipe to the vehicle underbody and rear bumper fascia. Notice: Refer to Fastener Notice in Service Precautions. 5. While maintaining muffler positioning, tighten the exhaust clamp nuts. ^ Tighten the nuts to 45 Nm (33 ft. lbs.). 6. Lower the vehicle. Description and Operation Shift Indicator: Description and Operation PRNDL DISPLAY The instrument panel cluster (IPC) displays the selected gear position as determined by the powertrain control module (PCM). The IPC receives a GMLAN message from the body control module (BCM) indicating the gear position. The PRNDL display blanks if: - The PCM detects a malfunction in the transmission range switch circuit. - The IPC detects a loss of GMLAN communications with the BCM. Page 4416 Page 8269 2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure location. Refer to Cellular Communications Connector End Views and related schematics in SI, if required. Important: DO NOT perform the OnStar(R) reconfiguration and/or programming procedure. 3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. 2002 Through 2006 Model Year Vehicles (Except Saab Vehicles) 2002 through 2006 Model Year Vehicles (Except Saab Vehicles) Important: The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully perform the VCIM setup procedure and disable the analog system. 1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument panel of the vehicle. 2. Turn the Tech 2 ON by pressing the power button. Important: Tech 2 screen navigation to get to the setup procedure depends on the year and make of the vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2 screen is provided below. ^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >> Setup New OnStar >> ^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm. Interface Module >> Module Setup >> VCIM Setup >> 3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup Tech 2 screen. 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 1. Remove the ground cable from the battery's negative terminal. 2. Apply the handbrake brake. 3. Detach the floor console. 4. Remove the switch and the floor console: 3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector. 3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then unhooking the front edge. Unplug the ignition Page 7440 HVAC Control Module - Part 3 Page 7141 Tires: Service and Repair Tire Repair Tire Repair Many different materials and techniques are available on the market in order to repair tires. Not all of the materials and techniques work on some types of tires. Tire manufacturers have published detailed instructions on how and when to repair tires. Obtain the instructions from the manufacturer. If the vehicle is equipped with a compact spare tire, do not repair the compact spare. Page 5579 ^ 8.92 mm (0.351 inch) +/- 0.18 mm (0.007 inch) flare diameter for 6.35 mm (1/4 inch) diameter pipe 33. If necessary, using the removed section of brake pipe as a template, shape the new pipe with a suitable brake pipe bending tool. Important: When installing the pipe, maintain a clearance of 19 mm (3/4 inch) from all moving or vibrating components. 34. Install the pipe to the vehicle with the appropriate brake pipe unions, as required. 35. If previously released, secure the brake pipe to the retainers. 36. Bleed the hydraulic brake system. 37. With the aid of an assistant, inspect the brake pipe flares for leaks by starting the engine and applying the brakes. Page 3682 Manifold Pressure/Vacuum Sensor: Testing and Inspection MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR DIAGNOSIS CIRCUIT DESCRIPTION The manifold absolute pressure (MAP) sensor responds to changes in intake manifold pressure which gives an indication of the engine load. The MAP sensor has a 5-volt reference circuit, a low reference circuit, and a signal circuit. The powertrain control module (PCM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit and provides a ground on the low reference circuit. The MAP sensor provides a signal to the PCM on the MAP sensor signal circuit, which is relative to the pressure changes in the manifold. With low MAP, such as during idle or deceleration, the PCM should detect a low MAP sensor signal voltage. With high MAP, such as ignition ON, engine OFF or wide open throttle (WOT), the PCM should detect a high MAP sensor signal voltage. The MAP sensor is also used in order to calculate the barometric pressure (BARO) when the ignition switch is turned ON, with the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The PCM monitors the MAP sensor signal for voltage outside of the normal range. If the PCM detects a MAP sensor signal voltage that is excessively low, DTC P0107 sets. If the PCM detects a MAP sensor signal voltage that is excessively high DTC P0108 sets. TEST DESCRIPTION Steps 1 - 2 Page 4144 Spark Plug: Service and Repair SPARK PLUG REPLACEMENT REMOVAL PROCEDURE NOTE: Observe the following service precautions: Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. - Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. - Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. If you are replacing the engine left bank spark plugs, remove the air cleaner intake duct. 2. Remove the spark plug wires from the spark plugs. 3. Remove the spark plugs from the engine. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. 1. Gap the spark plugs to the specifications. Refer to Ignition System Specifications. NOTE: Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque specifications carefully. Over or under-tightening can also cause severe damage to engine or spark plug. 2. Install the spark plugs to the engine. Tighten If installing the spark plugs to a new cylinder head tighten the plugs to 20 N.m (15 lb ft). - If installing the spark plugs to an existing cylinder head tighten the plugs to 15 N.m (11 lb ft). Page 3123 Accelerator Pedal Position (APP) Sensor Page 3897 Steps 4 - 5 Page 5924 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 5442 Caution: Refer Brake Dust Caution in Service Precautions. 1. Raise and support the vehicle. 2. Remove the rear tire and wheel assembly. 3. Loosen the upper control arm bolt and position the bolt forward as shown. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. 4. Remove the brake caliper (2) from the brake caliper bracket (3) and support the brake caliper (2) with heavy mechanic's wire (1), or equivalent. Do NOT disconnect the hydraulic brake flexible hose from the caliper. Page 7971 Left Door Page 7974 Inflatable Restraint Front End Sensor - Right Page 3375 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Procedures Body Control Module: Procedures BODY CONTROL MODULE (BCM) PROGRAMMING/RPO CONFIGURATION 1. A new body control module (BCM) must be programmed with the proper regular production option (RPO) configurations. The BCM stores the information regarding the vehicle options and if the BCM is not properly configured with the correct RPO codes, the BCM will not control all of the features properly. The Tech 2 software will automatically prompt you with the RPO available for the vehicle. Ensure that the following conditions exist in order to prepare for BCM programming: The battery is fully charged. - The ignition switch is in the ON position. - The data link connector (DLC) is accessible. - All disconnected modules and devices are reconnected before programming. 2. To setup a new BCM, access the Vehicle Control Systems in Computer/Integrating Systems menu on the scan tool to program the BCM. Select Module Replacement/Setup and follow the instructions on the scan tool. 3. If the BCM fails to accept the program, perform the following steps: - Inspect all BCM connections. - Verify that the scan tool has the latest software version. BPP Sensor Calibration IMPORTANT: If the body control module (BCM) or the brake apply sensing system (BAS) sensor is replaced, a brake pedal position (BPP) sensor calibration must be performed. Perform the BPP Sensor Calibration using a scan tool. Refer to Brake Pedal Position Sensor Calibration Description and Operation in Lighting Systems, for the BPP calibration procedure. Passkey 3 Programming Procedures IMPORTANT: If any module or device listed is replaced, programming of the module must be done prior to performing the Passkey 3 Programming procedure. Perform the Passkey 3 Programming Procedure if any of the following components have been replaced: The body control module (BCM) - The powertrain control module (PCM) Refer to Programming Theft Deterrent System Components in Theft Deterrent for the proper procedure. IMPORTANT: After programming, perform the following to avoid future misdiagnosis: 1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve history DTCs from all modules. 5. Clear all history DTCs. Page 47 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 2609 1. Install the heater core cover. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the heater core cover screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 3. Install the upper center floor air outlet duct. 4. Install the upper center floor air outlet duct screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 5. Install the lower center floor air outlet duct. 6. Install the HVAC module assembly. Page 5493 Page 4980 Disclaimer Page 5957 Page 5984 Fuse Block - Rear C2 Part 1 Page 7421 15. Install the liquid line and compressor hose bolt to the condenser. Tighten Tighten the bolt to 20 N.m (15 lb ft). IMPORTANT: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 16. Install the left radiator air deflector. 17. Install the left radiator air deflector retainers. 18. Install the right radiator air deflector. 19. Install the right radiator air deflector retainers. 20. Install the right front fender liner. Page 7296 Right Side of HVAC Case Page 7447 IMPORTANT: Do not adjust any controls on the HVAC control module while the HVAC control module is calibrating. If interrupted improper HVAC performance will result. 5. Start the engine and let run for one minute. Page 7461 Air Temp Sensor - Upper Page 6522 Some customers may comment on one of the effects and/or driver notifications shown. Not all of the effects or driver notifications listed above have been experienced. However, the different effects and driver notifications may be caused by one of the wires in the body harness being chafed or cut. Components on different lines in the list above are in different circuits. Due to the cause of the condition, and the positions of the wires in the body harness, it is unlikely that more than one circuit will be affected by the condition. Cause The condition may be caused by one of the wires in the body harness being chafed or cut on a sheet metal edge in the trunk just forward of the rear fuse block. Correction Repair the affected wire. Inspect other wires in the bundle for chafes and repair if needed. Refer to Wire Repair in the Wiring System sub-section of the Service Manual. Cover the sheet metal edges adjacent to the wires with conduit, a split piece of vacuum hose, tape or other suitable material to prevent the wiring from chaffing through again. Warranty Information Page 8243 ^ I/O check Any faults detected during the initialization self-test shall generate a DTC. All nodes also continuously perform a self-test while in an active state. DTCs and their associated telltales will set as a result of unprogrammed or unlearned information. DTCs, which are defined for system configuration (e.g. Vehicle Option Content not programmed) do not support the history status bit (set =0). Warning indicator bit is also set, when applicable, while this DTC is present. Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. The DTCs cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U1300, U1301, or U1305 Circuit Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the Class 2 serial data circuit about once every 2 seconds. When the module detects one of the following conditions on the Class 2 serial data circuit for approximately 3 seconds, the setting of all other Class 2 serial communication DTCs is inhibited and a DTC will set. Conditions for Running the DTCs Voltage supplied to the module is in the normal operating voltage range. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTCs No valid messages are detected on the Class 2 serial data circuit. The voltage level detected on the Class 2 serial data circuit is in one of the following conditions: Page 863 Heated Seat Switch - Passenger (With RPO Code KA1) Page 3226 Body Control Module: Diagrams Body Control Module (BCM) C4 Body Control Module - C4 Part 1 Page 3008 3. Connect the H02S 2 electrical connector. 4. Lower the vehicle. Page 2935 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Specifications Page 1407 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 6837 Page 6312 Fuse Block - Rear C1 Part 4 Page 5921 Page 235 For vehicles repaired under warranty use, the table. Disclaimer Page 4451 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 3298 Powertrain Control Module (PCM) C2 Part 4 Page 3391 Steps 1-5 Page 7807 Inside Of The Left C-Pillar Front Impact Sensor: Service and Repair Front INFLATABLE RESTRAINT FRONT END SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 1. 2. Remove the connector-position assurance (CPA) from the electrical connector on the front end sensor. 3. Disconnect the front end sensor electrical connector (2) from the front end sensor. 4. Remove the 2 integral bolts that retain the front end sensor to the frame front crossmember. 5. Remove the front end sensor from the vehicle. INSTALLATION PROCEDURE 1. Install the front end sensor to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the 2 integral bolts that retain the front end sensor to the frame front crossmember. Tighten Tighten the bolts to 8 N.m (71 lb in). 3. Connect the sensor electrical connector (2) to the front end sensor. 4. Install the CPA to the sensor electrical connector. 5. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 1. Description and Operation Fuel Filler Hose: Description and Operation FUEL FILL PIPE The fuel fill pipe (2) has a built-in restrictor and deflector in order to prevent refueling with leaded fuel. Page 6008 Application Table Part 2 Service and Repair Parking Brake Warning Switch: Service and Repair Park Brake Warning Lamp Switch Replacement Removal Procedure 1. Remove the closeout panel. 2. Disconnect the electrical connector from the park brake warning lamp switch. 3. Remove the park brake warning lamp switch screw (3). 4. Remove the park brake warning lamp switch (2) from the park brake pedal assembly (1). Installation Procedure Page 3459 Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). 3. Connect the H02S 1 electrical connector. Page 4675 9. Remove the shipping cover gauge. 10. Turn the key to the OFF position. 11. Snap the control cable end onto the shift park/lock lever pin. 12. Push the cable connector hose forward in order to remove any slack. 13. With no load applied to the connector nose. snap the cable connector lock button down. Important: Test for proper operation of the park/lock control cable before installing the steering column to the instrument panel. 14. Raise and connect the steering column. 15. Tighten the lower steering column bracket bolts. 16. Install the knee bolster. 17. Install the left sound insulator. 18. Install the console. 19. Connect the negative battery cable. Inspection Procedure Important: ^ No gap may exist between the metal terminal stop and the protruding end of the white plastic collar. If a gap does exist between the terminal stop and the collar, adjust the position of the park lock cable. ^ The white plastic collar must be flush or recessed about 1 mm (0.04 inch) within the ignition park lock housing. If the white plastic collar is not in the proper location, adjust the position of the park lock cable. 1. Ensure that the terminal stop on the end of the park/lock cable is touching the white collar that protrudes from the ignition switch. Complete the following steps in order to inspect: 1.1. Turn the lock cylinder to the OFF position. 1.2. Place the floor shift lever into the P (Park) position. 1.3. Verify the correct position of the terminal stop. 2. Ensure that the lock cylinder remains in the Lock position. 3. Ensure that the floor shift lever remains in the P (Park) position. 4. Gently depress the park/lock button on the floor shift lever until resistance is felt. 5. Verify that the white plastic collar travels no more than 1.5 mm (0.06 inch). The floor shift lever must not come out of P (Park). 6. With the lock cylinder On, verify proper movement of the floor shift lever through all of the gear selections. 7. While moving the floor shift lever through all of the drive gears, verify that the lock cylinder cannot be turned to the OFF position. Page 3551 Body Control Module - C3 Part 3 Page 373 Page 2640 Radiator: Service and Repair Radiator Air Baffle and Deflector Replacement- Lower Radiator Air Baffle and Deflector Replacement- Lower Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the lower radiator air deflector retainers. 3. Remove the lower radiator air deflector. Installation Procedure Important: Radiator air deflector must be properly installed or reduced A/C and engine cooling system performance could occur. 1. Install the lower radiator air deflector. 2. Install the lower radiator air deflector retainers. 3. Lower the vehicle. Page 1675 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 7839 Tighten Tighten the nuts to 10 N.m (89 lb in). 5. Install the console. IMPORTANT: The AIR BAG indicator may remain ON after the SDM has been replaced. DTC B1001 may set requiring the SDM part number to be set in multiple modules. If the indicator remains ON after enabling the SIR system, perform the diagnostic system check and follow the steps thoroughly to ensure that the SDM is set properly. 6. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 8 in Restraint Systems. Page 4437 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 7774 Tighten Tighten the nuts to 10 N.m (89 lb in). 5. Install the console. IMPORTANT: The AIR BAG indicator may remain ON after the SDM has been replaced. DTC B1001 may set requiring the SDM part number to be set in multiple modules. If the indicator remains ON after enabling the SIR system, perform the diagnostic system check and follow the steps thoroughly to ensure that the SDM is set properly. 6. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 8 in Restraint Systems. Page 6257 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 4897 The torque specification has changed for the fittings to case. The torque has changed from 38 Nm (28 lb ft) to 32 Nm (23 lb ft). Tighten Tighten the new cooler fittings to 32 Nm (23 lb ft). The converter drain back check ball (420C) has been removed from the cooler line fitting and is now located in the channel plate. If you get a concern of no movement in the morning or after sitting for several hours, the cooler check ball should be inspected. The best way to determine where the check ball is located is to look at the cooler line fittings. The old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler check ball. Parts Information Disclaimer Page 7926 Seat Belt Buckle: Service and Repair Center Rear (Sedan) SEAT BELT BUCKLE REPLACEMENT - CENTER REAR (SEDAN) The center rear seat belt buckle is replaced with the center belt retractor. Refer to Seat Belt Retractor Replacement - Center Rear (Sedan)Seat Belt Retractor Replacement - Center Rear (Extended Sedan). Page 4209 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 7261 Disclaimer Page 6247 Page 7563 13. Remove the compressor hose from the condenser. 14. Remove the right lower radiator mounting bracket bolt. 15. Remove the right lower radiator mounting bracket. 16. Remove the compressor hose nut from the compressor. 17. Remove the compressor hose from the compressor. Page 6117 C600 Body Harness To Right Front Door Harness Part 2 Page 1898 Fuse Block - Underhood C3 Part 2 Page 7551 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5429 6. Remove the cap from the tip of the bottle and carefully insert the tip, P/N 89022161, between the boot and piston, inward of the piston boot groove. 7. From the top side of the piston (reference diagram), inject the lubricant. With the caliper in the tilted position, the lubricant will flow down and work its way around the entire circumference of the seal. Let the caliper body assembly remain in this position for a minimum of 2 minutes to allow for the fluid to completely work its way around the seal. 8. Push the piston into the seal to ensure the lubricant is on both the piston and seal surface. Important: Excessive fluid could appear as a failure and lead to a comeback. To prevent unnecessary future repairs, it is important to only use one bottle per side and make sure excess fluid is wiped away. 9. Wipe away any excessive fluid. 10. Reassemble the caliper to the vehicle. Tighten Tighten the caliper bolts to 31 Nm (23 lb-ft). 11. Repeat Steps 1 - 9 on the opposite side of the vehicle, if necessary. 12. Pump the brake pedal to push the caliper piston back into place. 13. Reinstall the wheel and test drive the vehicle to verify repair. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 7722 Inflatable Restraint Steering Wheel Module C1 Page 3223 Body Control Module - C3 Part 2 Page 8105 Theft Deterrent Control Module Page 390 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness approx. 100 mm (4 in) from H2-9, fit the cable tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the bracket. Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and secure with cable tie. 13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 14. Fit the ground cable to the battery's negative terminal. 15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging system - Adjustment/Replacement. Important: Follow Tech 2(R) on-screen instructions. 16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and Operation - Add/Remove. 2000-2004 Saab 9-5 2000-2004 Saab 9-5 Page 7628 HVAC Control Module - Part 3 Page 5418 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 6477 Location View Location View Page 1238 Lower Rear Of The Engine Page 5323 Trunk / Liftgate Switch: Diagrams Liftgate Release Switch Page 8518 DVD Player C1 Part 2 Page 3628 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAF) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the positive crankcase ventilation fresh air tube from the air cleaner intake duct. 2. Disconnect the mass air flow (MAF) sensor electrical connector. 3. Loosen the clamps and remove the air cleaner intake duct with the MAF sensor from the throttle body and the air cleaner housing cover. 4. Loosen the clamp and remove the MAF sensor from the air cleaner intake duct. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the MAF sensor to the air cleaner intake duct. Tighten Tighten the clamp to 2 N.m (18 lb in). 2. Install the air cleaner intake duct with the MAF sensor to the throttle body and the air cleaner housing cover. Tighten Tighten the clamps to 2 N.m (18 lb in). 3. Connect the MAF sensor electrical connector. 4. Install the positive crankcase ventilation fresh air tube to the air cleaner intake duct. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 6830 Description and Operation Fuel Pressure Regulator: Description and Operation FUEL PRESSURE REGULATOR The fuel pressure regulator is a diaphragm operated relief valve. The fuel pump pressure is on one side of the regulator and the regulator spring pressure is on the other side. The function of the fuel pressure regulator is to maintain a constant fuel pressure under all of the operating conditions. The pressure regulator DOES NOT compensate for the engine load by increasing the fuel pressure as the engine intake manifold vacuum drops. The vent on the fuel pressure regulator is an atmospheric vent only. The fuel pressure regulator is mounted on the fuel tank module. Capacity Specifications Refrigerant Oil: Capacity Specifications REFRIGERANT OIL CAPACITIES ABRUPT REFRIGERANT LOSS ............................................................................................................................................................ 60 ml (2.0 oz) NOTE: Abrupt refrigerant loss due to large leak, hose rupture, collision, or pressure relief valve opening. Conditions that allow the refrigerant to seep or bleed off over time do not cause this oil loss. Upon replacement of a component that caused a large refrigerant loss, also add the required amount of oil for the particular component. COMPRESSOR REPLACEMENT .......................................................................................................................................................... 74 ml (2.5 oz) NOTE: If more than the specified amount of PAG oil was drained from a component, add the equal amount of oil drained. The Delphi CVC7 service compressor is used in this model year vehicle is precharged with 150 ml (5.0 oz) of PAG oil. CONDENSER REPLACEMENT ............................................................................................................................................................. 30 ml (1.0 oz) NOTE: If more than the specified amount of PAG oil was drained from a component, add the equal amount of oil drained. EVAPORATOR REPLACEMENT .......................................................................................................................................................... 45 ml (1.5 oz) NOTE: If more than the specified amount of PAG oil was drained from a component, add the equal amount of oil drained. TOTAL SYSTEM PAG OIL CAPACITY ............................................................................................................................................ 150 ml (5.0 oz) Page 8240 The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When multiple Loss of Communication DTCs are set concurrently, the cause is likely to be 2 opens in the ring portion of the class 2 serial data circuit. Use the Control Modules and Devices ‐ Description and Identification Number table in order to determine which modules are not communicating. Use the class 2 serial data circuit schematic in order to determine the location of the opens. Test Description Page 5487 1. Thickness Variation Pulsation is Caused by Lateral Run Out (LRO). LRO on a brake corner assembly is virtually undetectable unless measured (with a dial indicator after the brake service) and will not be detected as brake pulsation during an after brake service test drive. If the brake corner is assembled with excessive LRO (greater than 0.050 mm (0.002 in), thickness variation will develop on the brake rotor over time and miles. Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in 4,800-16,000 km (3,000-10,000 mi). The more excessive the LRO, the faster the pulsation will develop. LRO can also be induced when uneven torque is applied to wheel nuts (lug nuts). Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the cause of brake pulsation. Again, it usually takes 4,800-16,000 km (3,000-10,000 mi) AFTER the service event for the condition to develop. The customer does not usually make the connection between the service event and the awareness of the pulsation. The proper usage of torque wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly increases the likelihood of pulsation after wheel service. The following are examples of pulsation conditions and reimbursement recommendations: - If the customer noticed the condition between 4,800-16,000 km (3,000-10,000 mi) and it gradually got worse, normally the repair would be covered. The customer may tolerate the condition until it becomes very apparent. - If a GM dealer performed a prior brake service, consider paying for the repair and then strongly reinforce proper brake lathe maintenance. - If the customer had the brake service done outside of a GM dealership, normally GM would not offer any assistance. - If a customer indicated they had wheel service, ask who performed the service. Then; - If a GM dealer performed the service, consider paying for the repair and then strongly reinforce the use of torque sticks at the dealer. Two common size torque sticks cover 90% of all GM products. Each technician needs to use torque sticks properly every time the wheel nuts are tightened. - If the customer had the wheel service done outside of a GM dealership, normally GM would not offer any assistance. 2. Thickness Variation Pulsation Caused by Brake Rotor Corrosion - Rotor corrosion is another form of thickness variation, which can cause a pulsation concern and can be addressed as follows: - Cosmetic Corrosion: In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary. - Corrosion - Pulsation Caused by Thickness Variation (Lot Rot / Low Miles - 0-321 km (0-200 mi): At times more extensive corrosion can cause pulsation due to thickness variation. This usually happens when the vehicle is parked for long periods of time in humid type conditions and the braking surface area under the pads corrodes at a different rate compared to the rest of the braking surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15 moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure" below. - Corrosion - Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage 3,200-8,000 km (2,000-5,000 mi): In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and miles can cause the same type of pulsation complaint due to thickness variation. In these cases, the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against the darker surface. This darker surface is usually due to build-up, on the rotor material surface, caused by a combination of corrosion, pad material and heat. To correct this condition, follow the "Brake Rotor Clean-up Procedure" below. - Corrosion - Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage - 8,000 + km (5,000 + miles) : At times, more extensive corrosion over time and miles can cause pulsation due to thickness variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by a combination of corrosion, pad material and heat. When rotor measurements are taken, the low areas are usually close to the original rotor thickness (new rotor) measurement and the high areas usually measure more than the original rotor thickness (new rotor) measurement (depending on mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure" described below. Important In some flaking instances, cleaning-up this type of corrosion may require more rotor material to be removed then desired. Customer consideration should be taken in these situations and handled on a case by case basis, depending on the amount/percentage of rotor life remaining and the vehicle's warranty time and miles. Brake Rotor Clean-Up Procedure Page 1337 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 4757 Page 5994 Fuse Block - Underhood C1 Part 3 Fuse Block - Underhood C2 Air Bag System Repairs and Inspections Required After a Collision: Service and Repair Air Bag System REPAIRS AND INSPECTIONS REQUIRED AFTER A COLLISION Accident With or Without Air Bag Deployment - Component Inspections CAUTION: Proper operation of the SIR sensing system requires that any repairs to the vehicle structure return the vehicle structure to the original production configuration. Not properly repairing the vehicle structure could cause non-deployment in a collision or deployment for conditions less severe than intended. After a collision, inspect the following components as indicated. If any damage is detected, replace the component. If damage to the mounting points or mounting hardware is detected, repair the component or replace the hardware as needed. - Steering column - Perform the steering column accident damage checking procedures. Refer to Steering Column Accident Damage Inspection in Steering Wheel and Column. - I/P knee bolsters and mounting points - Inspect the knee bolsters for bending, twisting, buckling, or any other type of damage. - I/P brackets, braces, etc. - Inspect for bending, twisting, buckling, or any other type of damage. - Seat belts - Perform the seat belt operational and functional checks. Refer to Operational and Functional Checks in Seat Belts. - Seats and seat mounting points - Inspect for bending, twisting, buckling, or any other type of damage. - The roof and headliner mounting points. Frontal Inflator Module Deployment After a collision involving air bag deployment, replace the following components. Inflatable restraint I/P module - Inflatable restraint steering wheel module - Inflatable restraint sensing and diagnostic module (SDM) - Inflatable restraint front end sensor - Inflatable restraint seat belt pretensioners Perform additional inspections on the following components. Steering wheel module coil and the coil wiring pigtail - Inspect for melting, scorching, or other damage due to excessive heat. - Mounting points or mounting hardware for the I/P module, steering wheel module, SDM, and pretensioners - Inspect for any damage and repair or replace each component as needed. Accident With Side Air Bag Deployment - Component Replacement and Inspections After a collision involving side air bag deployment, replace the following components. Inflatable restraint side impact sensors (SIS), Left/Right, on the side of the impact. - Inflatable restraint roof rail module, Left/Right, on the side of the impact. - Inflatable restraint side impact module, Left/Right, on the side of impact. - Inflatable restraint sensing and diagnostic module (SDM). - Inflatable restraint seat belt pretensioner. Perform additional inspections on the following components. Mounting points or mounting hardware for the SIS - Inspect for any damage and repair or replace each component as needed. - Mounting points or mounting hardware for the roof rail module (left/right) on the side of impact Inspect for any damage and repair or replace each component as needed. - Mounting points or mounting hardware for the SDM and seat belt pretensioners - Inspect for any damage and repair or replace each component as needed. Locations Traction Control Switch: Locations Instrument Panel Page 177 Page 3381 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 193 8.2. Remove the console (A) together with the OnStar(R) control modules. 8.3. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). Interior - Rattle/Buzz From Instrument Panel Evaporator Case: All Technical Service Bulletins Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Page 538 5. Start the engine and let run for one minute. Page 1899 Fuse Block - Underhood C3 Part 3 Page 6512 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 5149 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 6135 Application Table Part 2 OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 2844 Body Control Module - C2 Part 3 Page 4191 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 1225 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The CKP sensor is a three wire sensor based on the magneto resistive principle. A magneto resistive sensor uses two magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The CKP sensor returns a digital ON/OFF pulse 24 times per crankshaft revolution. The pulse width encoding pattern is used to synchronize the coil firing sequence with the crankshaft position. The CKP sensor is used for ignition timing, fuel injector timing, misfire diagnostics, and tachometer display. The PCM supplies a 12-volt reference, a low reference, and a medium resolution engine speed signal circuit to the CKP sensor. Page 6707 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. Page 5384 Page 4382 For vehicles repaired under warranty, use the table. Disclaimer OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 6902 3. Connect the new intermediate shaft to the steering column shaft. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the new steering column pinch bolt to the intermediate shaft. ^ Tighten the bolt to 49 Nm (36 ft. lbs.). 5. Connect the intermediate shaft to the steering gear shaft. 6. Install the new steering gear pinch bolt to the intermediate shaft. ^ Tighten the bolt to 49 Nm (36 ft. lbs.). 7. Install the left front wheel. Page 1388 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 8293 2. Click on the Analog-to-Digital Program link to start the ordering process. 3. To order a kit, you will need the information shown above. 4. After submitting the order, the "Terms and Conditions of Your OnStar(R) Service" page will display. This is your confirmation that the upgrade kit order has been created. U.S. Dealers will also receive an e-mail from Autocraft within several hours of ordering an upgrade kit (Canadian Dealers will receive an e-mail from MASS Electronics). 5. Print the "Terms and Conditions of Your OnStar(R) Service" page, and have the customer sign a copy. 6. A copy of this form should be stapled to the customer's copy of the Repair Order and one copy should be retained in the customer service folder. 7. If the kit you ordered is available, you will receive the upgrade kit within 4 business days of entering your order through the OnStar(R) Online Enrollment webpage. 8. To check on kit availability or the status of your order, U.S. Dealers can log onto the distributor's website at www.autocraft.com. Canadian dealers can call MASS Electronics at 877-410-6277. Upgrade Kit Installation 1. Skip to the next step if the vehicle to be upgraded is not shown above. Page 3219 Body Control Module - C2 Part 4 Page 1639 Test 1-2 Page 3105 1. Install the spark plug wires to the engine. 2. Install the spark plug wires to the ignition coils. 3. Install the spark plug wires (1,3, and 5) to the engine right side spark plugs. 4. Install the spark plug wires to the retaining clip. 5. Install the spark plug wires (2,4, and 6) to the engine left side spark plugs. 6. Install the spark plug wires to the retaining clips. Page 7613 Refrigerant Pressure Sensor / Switch: Description and Operation A/C REFRIGERANT PRESSURE SENSOR The A/C refrigerant pressure sensor is a 3-wire piezoelectric pressure transducer. A 5-volt reference, low reference, and signal circuits enable the sensor to operate. The A/C pressure signal can be between 0-5 volts. When the A/C refrigerant pressure is low, the signal value is near 0 volts. When the A/C refrigerant pressure is high, the signal value is near 5 volts. The A/C refrigerant pressure sensor prevents the A/C system from operating when an excessively high or low pressure condition exists. If the powertrain control module (PCM) detects a failure in the A/C refrigerant pressure sensor or A/C High Side Pressure sensor circuit, the GM LAN Low Speed bus message sent to the HVAC control module will be invalid. Page 2690 Water Pump: Service and Repair Water Pump Replacement (LX9) Removal Procedure 1. Drain the cooling system. 2. Loosen the water pump pulley bolts. 3. Remove the drive belt. 4. Remove the water pump pulley bolts and pulley. 5. Remove the water pump bolts, pump, and gasket. 6. Clean the water pump mating surfaces. Installation Procedure 1. Install the water pump gasket and pump (1). Page 5197 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Campaign - Fuel Filler Cap Warranty Extension Technical Service Bulletin # 06081 Date: 061102 Campaign - Fuel Filler Cap Warranty Extension Subject: Special Coverage Adjustment - Fuel Tank Cap # 06081 - (11/02/2006) Models: 2003-04 SAAB 9-3 SPORTS SEDAN 2004 SAAB 9-3 CONVERTIBLE 2004 CHEVROLET MALIBU, AVEO 2004 CADILLAC XLR, SRX 2004 SATURN L-SERIES Condition Some customers of 2003-04 Saab 9-3 Sports Sedan; 2004 Saab 9-3 Convertible; Chevrolet Malibu, Aveo; Cadillac XLR, SRX; and Saturn L-Series model vehicles may experience a condition where the fuel tank gas cap won't tighten properly or the fuel cap won't come off or is broken. These conditions may also cause the illumination of the Malfunction Indicator Light (MIL). Special Coverage Adjustment This special coverage covers the condition described above for a period of 10 years or 120,000 miles (193,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after November 2, 2006 are covered by this special coverage and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to November 2, 2006 must be submitted to the Service Contract provider. Vehicles Involved OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Low/Reverse Servo Assembly Replacement Band Apply Servo: Service and Repair Low/Reverse Servo Assembly Replacement Low/Reverse Servo Assembly Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Remove the transaxle oil pan. 3. Remove the oil feed pipe-to-low/reverse servo assembly bolt. Important: Remove servo cover bolts evenly to prevent damage to servo cover. 4. Remove the low and reverse band servo cover assembly bolts. 5. Pull the oil feed pipe away from the servo cover and remove the servo assembly. Disassembly Procedure 1. Remove the piston pin assembly from the servo cover. 2. Remove the snap ring from the servo pin. 3. Remove the piston and the servo cushion springs from the servo pin. 4. Remove the servo piston seals from the cover. 5. Discard the servo piston seals. 6. Inspect all components for damage. 7. Inspect the fluid feed holes for the proper opening. 8. Inspect the bolt hole threads for debris or stripping. 9. Inspect the seal grooves for damage. Page 1529 Steps 5 - 6 A/T - 4T65E Fluid Leaking From A/T Vent Channel Plate: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Diagrams Fuel Tank Pressure (FTP) Sensor Page 8345 Vehicles Built with Upgradeable OnStar(R) System Analog Modules Note: Page 1895 Fuse Block - Underhood C2 Part 5 Locations Left Rear Of Engine Page 168 Models The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005 Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued September 2008. Condition In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no longer be required to support the analog wireless network beginning in 2008. As a result, On Star(R) is unable to continue analog service. OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or near deployment, the customer may hear a recording that OnStar(R) is being contacted. However, since analog service is no longer available, the call will not connect to OnStar(R). To end the call, the customer must press the white phone or white dot button. If the call is not ended, the system will continue to try to connect to OnStar(R) until the vehicle battery is drained. Special Policy Adjustment At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service will be made at no charge to the customer. This special coverage covers the condition described above until December 31, 2008 for all non-Saab vehicles; April 30, 2009 for all Saab vehicles. Vehicles Involved Page 1739 Hose/Line HVAC: Service and Repair Liquid Line Replacement LIQUID LINE REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the refrigerant pressure sensor wire harness connector. 3. Remove the refrigerant pressure sensor. 4. Remove the liquid line bracket bolt. 5. Remove the air cleaner assembly. 6. Remove the surge tank from the surge tank bracket. 7. Remove the suction hose and liquid line nut from the thermal expansion valve (TXV). 8. Remove the suction hose and liquid line from the TXV. 9. Remove the suction hose from the dash clip. 10. Remove the liquid line from the dash clip. 11. Raise the vehicle. Refer to Vehicle Lifting. OnStar(R) - Generation 6 Service Procedures Technical Service Bulletin # 09-08-46-001 Date: 090409 OnStar(R) - Generation 6 Service Procedures INFORMATION Bulletin No.: 09-08-46-001 Date: April 09, 2009 Subject: Servicing Vehicles Upgraded to OnStar(R) Generation 6 Digital‐Capable System (Follow Information Below) Models Attention: This bulletin is being issued to provide dealer personnel with information and the procedures to diagnose an upgraded OnStar(R) Generation 6 Digital-Capable system. Program Overview Since it was launched in 1996, OnStar® has relied on an analog wireless network to provide communication to and from OnStar-equipped vehicles. As part of an industry wide change in the North American wireless telecommunications industry, wireless carriers are transitioning to digital technology and will no longer support the analog wireless network beginning early 2008. Effective January 1, 2008, OnStar(R) service in the United States and Canada will be available only through vehicles that are capable of operating on the digital network. Refer to Corporate Bulletin Number 05-08-46-006H for information about upgrading certain vehicles to digital service. Details were covered in both the November 2006 and December 2007 issues of TechLink, which are available in the Archives of the TechLink website. Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within the OnStar(R) Canada Online Enrollment site that can be accessed from the OnStar(R) Brand Resources in GlobalConnect. Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). Page 6265 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 1313 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 337 these systems will then completely power OFF. OnStar(R) Module Expected Current Draw The expected current draw of the OnStar(R) module in various ignition modes are as follows: ^ Ignition ON ‐ 240 to 400 mA ^ Ignition OFF ‐ 3 to 20 mA for 48 hours ^ Ignition OFF ‐ 0.2 to 0.8 mA after 48 hours (120 hours on specified vehicle communication platforms (VCPs)). Note During extended voltage testing for battery parasitic draw, it is possible to observe a voltage spike caused by the following: ^ A cellular registration call that was triggered by the local cellular system. ^ The OnStar(R) system has set a monthly trigger for a vehicle data upload call for the OnStar(R) Vehicle Diagnostic E‐mail upload. OnStar(R) System States of Readiness The OnStar(R) system will use the following 4 states of readiness, depending upon the type of cellular market the vehicle is in when the ignition is turned OFF. ^ High power ^ Low power ^ Sleep ^ Digital standby The high power state is in effect whenever the ignition is in the ON or RUN position, retained accessory power (RAP) is enabled, and/or the OnStar(R) system is sending or receiving calls or when the system is performing a remote function. The low power state is in effect when the OnStar(R) system is idle with the ignition in the ON or RUN position, or with RAP enabled. The sleep state is entered after the vehicle has been shut OFF and the RAP has timed out. At a predetermined time recorded within the VCIM, the system re-enters the low power state to listen for a call from the OnStar(R) Call Center for 1 minute. After this interval, the system will again return to the sleep state for 9 minutes. If a call is sent during the 1 minute interval, the OnStar(R) system will receive the call and immediately go into the high power mode to perform any requested functions. If a call is not received during the 1 minute interval, the system will go back into the sleep mode for another 9 minutes. This process will continue for up to 48 hours, after which the OnStar(R) system will turn OFF until the ignition is turned to the ON or RUN position. The digital standby power state is entered after the vehicle has been shut off and the RAP has timed out while in a digital cellular area. When in digital standby mode, the OnStar(R) module is able to perform all remote functions as commanded by an OnStar(R) advisor at any time, for a continuous 48 hours. After 48 hours, the OnStar(R) module will go into sleep mode until a wake up signal from the vehicle is seen by the CIM. If the OnStar module loses the digital cellular signal it will revert to analog mode and follow the standard sleep state (9 minutes OFF, 1 minute standby) based on the time of the GPS signals, this will continue until a digital cellular signal is again received. If the OnStar(R) system loses battery power while the system is in a standby or sleep mode, the system will remain OFF until battery power is restored and the ignition is turned to the ON or RUN position. Deactivated OnStar(R) Accounts In the event that a customer has not upgraded their vehicle to a digital system, the account has been deactivated. The customers have been previously notified of the steps required to upgrade their vehicles. After the OnStar(R) account has been deactivated, customers will experience the following: ^ The OnStar(R) status LED will not illuminate ^ The OnStar(R) system will NOT attempt to connect to the OnStar(R) Call Center in the event of a collision or if the vehicle's front air bags deploy for any other reason. ^ An emergency button press will result in a demo message being played, indicating the service has been deactivated and needs to be upgraded. Page 5597 Brake Master Cylinder: Service and Repair Master Cylinder Fluid Level Sensor Replacement Master Cylinder Fluid Level Sensor Replacement Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Removal Procedure 1. Remove the brake master cylinder mounting nuts from the booster and position the master cylinder to gain access to the brake fluid level sensor but do not disconnect the brake lines. 2. Disconnect the electrical connector from the brake fluid level sensor. 3. Using needle nose pliers carefully depress the retaining tabs on the end of the brake fluid level sensor. Page 5883 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 90 5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D). 5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 5.4. Fit the connecting rail and end face. 5.5. Plug in the connector (A) and secure the cables with cable ties (B). 6. Install the floor console over the handbrake. Do not press the console down into place, but instead allow it to fit loosely. 7. Install the switch: 7.1. Install the switch for the roof lighting (B) and plug in its connector. 7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the hole for each respective unit. Plug in the window lift module's connector and install the module (A). Page 680 Steps 14-17 Page 8226 Page 7501 2. Install the evaporator. 3. Install new sealing washers. 4. Install the thermal expansion valve. NOTE: Refer to Fastener Notice in Service Precautions. 5. Install the thermal expansion valve screws. Tighten Tighten the screws to 7 N.m (62 lb in). 6. Install the lower HVAC module case. 7. Install the lower HVAC module case screws. Page 2010 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 5528 Disclaimer Page 154 The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When multiple Loss of Communication DTCs are set concurrently, the cause is likely to be 2 opens in the ring portion of the class 2 serial data circuit. Use the Control Modules and Devices ‐ Description and Identification Number table in order to determine which modules are not communicating. Use the class 2 serial data circuit schematic in order to determine the location of the opens. Test Description Page 5154 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 2041 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Page 8176 5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D). 5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 5.4. Fit the connecting rail and end face. 5.5. Plug in the connector (A) and secure the cables with cable ties (B). 6. Install the floor console over the handbrake. Do not press the console down into place, but instead allow it to fit loosely. 7. Install the switch: 7.1. Install the switch for the roof lighting (B) and plug in its connector. 7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the hole for each respective unit. Plug in the window lift module's connector and install the module (A). Page 939 Forward Of BCM Page 8246 DTC B2483: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2484: Global Positioning System (GPS) Antenna Malfunction Open Circuit Conditions for Running the DTCs The ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTCs B2462 02: The CIM detects a short to ground on the navigation antenna signal circuit. B2462 04: The CIM detects an open/high resistance on the navigation antenna signal circuit. B2483: The CIM detects a short to ground on the navigation antenna signal circuit. B2484: The CIM detects an open/high resistance on the navigation antenna signal circuit. Action Taken When the DTCs Set The OnStar(R) status LED turns red. The OnStar(R) Call Center cannot locate the vehicle. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 50 consecutive malfunction-free ignition cycles have occurred. Circuit/System Testing Turn OFF the ignition. 1. Disconnect the navigation antenna coax cable from the VCIM. 2. Ignition ON, test for 4.5-5.5 volts between the VCIM coax cable center conductor terminal at the VCIM and ground. ^ If not within the specified range, replace the VCIM. Refer to the appropriate vehicle in SI. 3. Reconnect the coax cable to the VCIM. 4. Disconnect the coax cable from the navigation antenna. 5. Test for 4.55.5 volts between the coax cable center conductor and the outer shield. ^ If not within the specified range, replace the coax cable. 6. If all circuits test normal, replace the navigation antenna. Refer to the appropriate vehicle in SI. DTC B2470 DTC Descriptor DTC B2470 04: Cellular Phone Antenna Circuit Malfunction Open Circuit Circuit/System Description The cellular antenna is connected to the vehicle communication interface module (VCIM) with an RG-58 coax cable. The VCIM collects the data from the cellular antenna once every second. Page 7571 7. Install the suction hose to the dash clip. 8. Install the suction hose and liquid line to the TXV. 9. Install the suction hose and liquid line nut to the TXV. Tighten Tighten the nut to 20 N.m (15 lb ft). 10. Install new O-rings. 11. Install the suction hose to the compressor hose. 12. Install the compressor hose and liquid line connector. 13. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 14. Leak test the fittings using the J 39400-A. 15. Install the surge tank to the surge tank bracket. Page 4592 Fluid - A/T: Technical Service Bulletins A/T - 4T45-E Fluid Checking Precaution Bulletin No.: 04-07-30-019 Date: April 08, 2004 INFORMATION Subject: Removal of Transmission Fluid Fill/Vent Cap During Transmission Fluid Checking Procedure Models: 2004 Chevrolet Malibu ONLY with 4T45-E Automatic Transaxle (RPO MN5) Note: The fluid vent cap must be removed before checking the fluid level, in order to ensure the proper level. Improper fluid level may damage the transmission. This bulletin is being issued to inform technicians that the transmission fluid fill/vent cap installed on the 4T45-E automatic transmission for the 2004 Chevrolet Malibu (new body style ONLY) MUST be removed any time the transmission fluid is checked. If the fluid fill/vent cap is not removed, an inaccurate fluid level reading will result which may lead to fluid overfill and unit damage. Disclaimer Page 5385 Page 6622 This bulletin is being issued to revise the Trim Height Specifications (for 2005) and the Wheel Alignment Specifications (for 2004 and 2005) in the Wheel Alignment sub-section of the Service Manual. Please replace the current information in the Service Manual with the information shown. The information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Disclaimer Locations Left Side of HVAC Case Page 5084 5. Install the axle nut to the wheel drive shaft, hand tighten the wheel drive shaft nut. 6. Install the brake rotor. 7. Install the wheel drive shaft nut to the wheel drive shaft. 8. Use a screw driver or similar tool to stop the rotation of the brake rotor. ^ Tighten the wheel drive shaft nut to 215 Nm (159 ft. lbs.). 9. Install the tire and wheel assemblies. Page 723 Steps 13 - 15 Specifications Flex Plate: Specifications Flywheel to Torque Converter ............................................................................................................. ..................................................... 62 Nm (46 ft. lbs.) Flywheel to Crankshaft .................................... ......................................................................................................................................... 71 Nm (52 ft. lbs.) Page 6825 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 2798 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Page 8277 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness once more and secure with cable ties (H). 6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the ordinary securing points and by the speaker (I). 6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel housing, next to REC. The cable is secured in the existing clips. 6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement. 6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.24. Fold up the rear seat backrest. 6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.26. Fit the A-pillar's lower side piece. 7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring: Page 8458 Page 8375 6. See wiring diagram shown above for details. 5. Replace the OnStar(R) Vehicle Communication Interface Module (VCIM) in the vehicle with the provided Digitally-Capable VCIM. Refer to the Communication Interface Module Replacement procedure in the Cellular Communication section of SI. This kit may include a new VCIM bracket. If it does, use this new bracket on the vehicle and discard the original bracket. The kit may also include a small wiring jumper cable. If it does, plug the wiring jumper cable into the connector on the VCIM and the other end to the corresponding vehicle wiring harness connector. ^ For 2001, 2002 and 2003 Chevrolet Impala and Monte Carlo, do not reinstall the black plastic OnStar(R) module cover onto the vehicle after the VCIM and module bracket have been installed. This black plastic cover will no longer fit on the vehicle. ^ The upgrade kit for 2002 Sevilles and DeVilles, and some 2003 Sevilles and DeVilles, will contain a large bracket. To install the new VCIM into this bracket you'll need to carefully line up the notch in the VCIM with the tab in the bracket. Page 1531 Steps 11 - 13 Page 1076 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 8019 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 8173 1. To receive credit, submit a claim with the information above. Disclaimer 2001 and Older Model Year Vehicles (Except Saab Vehicles) 2001 and Older Model Year Vehicles (Except Saab Vehicles) Important: 2001 and older model year vehicles require the removal of the battery power from the OnStar(R) vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. 1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. Important: Complete removal of the VIU is usually not required. Perform only the steps required to gain access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+) circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. Page 5998 Fuse Block - Underhood C2 Part 4 Page 6077 C413 Fuel Sender Harness To Body Harness Part 1 Specifications Engine Mount: Specifications Engine Mount Strut and A/C Compressor Bracket Bolt ............................................................................................................................ 50 Nm 37 ft. lbs.) Engine Mount Strut and Lift Bracket Bolt - Engine Lift Rear .................................................................................................................. 70 Nm (52 ft. lbs.) Engine Mount Strut and Generator Bracket Bolt ...................................................................................................................................... 50 Nm (37 ft. lbs.) Engine Mount Strut and Support Bracket Bolt ......................................................................................................................................... 25 Nm (18 ft. lbs.) Page 7011 10. Install the frame to engine mount bolts. Tighten the bolts to 50 N.m (37 lb ft). 11. Install the frame to side transmission mount bolts. Tighten the bolts to 50 N.m (37 lb ft). 12. Install the rear transmission mount through bolt. Page 6307 Left Rear Of Passenger Compartment Rear (Extended Sedan) Page 3047 1. Install the ignition lock cylinder. 2. Install the knee bolster. Page 6320 Fuse Block - Rear C3 Part 3 Page 3362 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Page 103 1. Remove the ground cable from the battery's negative cable. 2. Remove the center console, see WIS - Body - Interior. 3. Loosen the gear shift housing (A). AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws. 4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and secure the cable. 4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B). Page 636 Body Control Module (BCM) C2 Part 2 Recall 04V188000: Seat Belt Anchor Defect Seat Belt: All Technical Service Bulletins Recall 04V188000: Seat Belt Anchor Defect DEFECT: On certain passenger vehicles analysis of a side impact crash test conducted by NHTSA's New Car Assessment Program (NCAP) indicated that the outboard anchorage of the driver's seat belt could disconnect because of contact between the seat trim and the anchorage connector when the seat was adjusted to it's lowest position. If this were to occur in a crash, the driver could receive greater injuries. REMEDY: Dealers will install the retainer on both the driver's and passenger's belt anchorages. The manufacturer has reported that owner notification is expected to begin durung June 2004. Owners may contact Chevrolet at 1-800-630-2438. Page 5449 7. Using a small wooden or plastic tool, remove the piston seal from the caliper bore and discard the piston seal. 8. Inspect the operation of the integral park brake mechanism. Rotate the park brake lever back and forth while observing the movement of the park brake mechanism actuator assembly in the caliper bore. Important: The park brake lever, lever return spring and actuator shaft seal are not serviceable components of the integral park brake mechanism. Do not disassemble the integral park brake mechanism. 9. If the integral park brake mechanism was not operating properly (binding or seized), replace the brake caliper assembly. Installation Procedure Important: Do not use abrasives to clean the brake caliper piston. 1. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 2. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 3. Clean the brake caliper piston bore and seal counterbore, the caliper piston, and the caliper sleeves with denatured alcohol, or equivalent. 4. Dry the caliper piston bore and counterbore, the piston, and the sleeves with non-lubricated, filtered air. 5. Inspect the caliper piston for cracks, scoring, damage to the chrome plating, and/or damage to the integral adjusting mechanism. Replace the caliper piston if any of these conditions exist. 6. Inspect the caliper mounting holes for cracks, scoring, pitting, rust, and/or excessive corrosion. Replace the caliper assembly if any of these conditions exist. 7. Lubricate the new piston seal with Delco Supreme 11-, GM P/N 12377967 (Canadian P/N 992667) or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 8. Install the lubricated, new piston seal into the caliper bore. Page 910 Left Rear Of Engine Compartment Page 5713 Left Rear Of Engine Page 5458 11. Remove the brake caliper guide pins (2) from the brake caliper mounting bracket (4). 12. Remove the brake caliper pin boots (3) from the brake caliper mounting bracket (4). Installation Procedure 1. Apply a thin coat of high temperature silicone lube to the brake caliper guide pin boots. 2. Install the brake caliper pin boots (3) into the brake caliper mounting bracket (4). Do not hammer the caliper pin boots into the bracket. Ensure that the caliper pin boots are fully seated in the bracket. 3. Install the brake caliper guide pins (2) to the brake caliper mounting bracket (4). 4. Ensure the brake pad hardware mating surfaces (1) are clean. 5. Install the brake pad retainers (2) to the brake caliper bracket. 6. Install the brake pad retainers to the disc brake caliper bracket. 7. Install the brake pads to the brake caliper bracket. 8. Install the brake caliper to the mounting bracket. 9. Apply a thin coat of high temperature silicone lube to the brake caliper guide pins. Notice: Refer to Fastener Notice in Service Precautions. Page 2743 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6395 C102 RF Wheel Speed Sensor Jumper Harness To Body Harness Page 3688 Steps 17 - 22 Page 4133 Knock Sensor: Diagrams Knock Sensor (KS) 1 Page 3367 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 1377 Page 2393 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Page 6611 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Page 5492 Note the AMOUNT and LOCATION of the "high spot" on the rotor and mark the closest wheel stud relative to this location. Remove the rotor. Select the appropriate Brake Align(R) Runout Correction Plate for this vehicle using the Application Chart. Make sure the selection corrects the amount of runout that was diagnosed. Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and the rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 7. The rotor should then be secured onto the hub and tightened to the proper specification. The rotor should be dial indicated once more to assure that the rotor is now within specification. The brake system is now ready for the remaining service and assembly. Once the caliper has been installed, check to ensure that the rotor rotates freely. Parts Information Brake Align(R) Runout Correction Plates are available through the suppliers shown. Page 703 Engine Control Module: Diagrams Powertrain Control Module (PCM) C2 Powertrain Control Module (PCM) C2 Part 1 Description and Operation Malfunction Indicator Lamp: Description and Operation MALFUNCTION INDICATOR LAMP (MIL) OPERATION The malfunction indicator lamp (MIL) is located in the instrument panel cluster. The MIL will display as either SERVICE ENGINE SOON or one of the following symbols when commanded ON: The MIL indicates that an emissions related fault has occurred and vehicle service is required. The following is a list of the modes of operation for the MIL: - The MIL illuminates when the ignition is turned ON, with the engine OFF. This is a bulb test to ensure the MIL is able to illuminate. - The MIL turns OFF after the engine is started if a diagnostic fault is not present. - The MIL remains illuminated after the engine is started if the control module detects a fault. A diagnostic trouble code (DTC) is stored any time the control module illuminates the MIL due to an emissions related fault. The MIL turns OFF after three consecutive ignition cycles in which a Test Passed has been reported for the diagnostic test that originally caused the MIL to illuminate. - The MIL flashes if the control module detects a misfire condition which could damage the catalytic converter. - When the MIL is illuminated and the engine stalls, the MIL will remain illuminated as long as the ignition is ON. - When the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition is cycled OFF and then ON. Page 849 1. Install the power seat switch to the outer trim panel on the seat cushion. 2. Connect the electrical connector. 3. Install the outer trim panel. Page 7353 Specifications Rocker Arm Assembly: Specifications Valve Rocker Arm Bolt ........................................................................................................................ .................................................... 32 Nm (24 ft. lbs.) Page 6768 15. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection. 16. Enable the SIR system. Refer to SIR Disabling and Enabling 17. Inspect the steering column components for correct operation. 18. Reprogram the steering system. Refer to Control Module References. Tilt Lever Replacement (HPS) Removal Procedure 1. Disable the SIR system. 2. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection. 3. Remove the steering column knee bolster. Refer to Knee Bolster Replacement. 4. Disconnect the steering column electrical connectors. 5. Disconnect the vehicle stability enhancement system (VSES) sensor harness connector at the steering column lower bearing. Open the steering column wire harness retainer clip. Important: DO NOT disconnect the adjustable brake pedal cable. 6. Loosen the lower steering column mounting bolt. Note: Once the steering column is lowered, the column is extremely susceptible to damage. Leaning on or pushing down on the column will result in damage to the intermediate shaft boot seal and could cause the jacket to bend or deform. 7. Remove the upper steering column mounting bolts (1). 8. Actuate the tilt lever to full "UNLOCK" position to release the coil spring tension. Page 3149 Disclaimer A/T - 4T65-E, No Reverse Hot/Slips in Reverse Channel Plate: Customer Interest A/T - 4T65-E, No Reverse Hot/Slips in Reverse Bulletin No.: 04-07-30-033 Date: August 04, 2004 TECHNICAL Subject: No Reverse Hot, Transaxle Slips In Reverse When Hot, Bump In Reverse Hot (Retighten Valve Body Bolt (379) and Replace Channel Plate Gasket) Models: 2003-2004 Cars with 4T65-E Transaxle (RPO's MN3, MN7, M15 or M76) Condition Some customers may comment that the vehicle slips in reverse when hot, no reverse when hot, or they feel a bump when shifted into reverse when hot. Cause There are multiple possible causes. Listed below are some of the possible causes: ^ Low Transaxle fluid level. ^ Reverse Servo Cover snap ring out of retaining groove. ^ Reverse Servo Piston seal rolled or cut. ^ Channel Plate flatness out of specification. ^ Channel Plate alignment holes improper depth. ^ Valve Body bolt (379) incorrectly torqued. Correction Follow the procedure below for diagnostic tips and repair procedures. 1. Inspect the reverse cover retaining ring for proper seating/retention. ^ If the ring is incorrectly seated, reset the retaining ring. ^ If the retaining ring is properly seated, continue with the next step. 2. Perform a transaxle line pressure check in reverse. This will test the reverse servo piston seal for leaks. ^ If the line pressure test is out of specification, inspect/repair the reverse servo piston seal. Refer to: - Reverse Servo Replacement w/3.4L Engine SI Document ID # 1485540 - Reverse Servo Replacement w/3.8L Engine SI Document ID # 1485543 ^ If the line pressure test is within specification, continue with the next step. 3. Remove the transaxle side cover. Refer to the appropriate SI Document. Page 88 2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure location. Refer to Cellular Communications Connector End Views and related schematics in SI, if required. Important: DO NOT perform the OnStar(R) reconfiguration and/or programming procedure. 3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. 2002 Through 2006 Model Year Vehicles (Except Saab Vehicles) 2002 through 2006 Model Year Vehicles (Except Saab Vehicles) Important: The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully perform the VCIM setup procedure and disable the analog system. 1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument panel of the vehicle. 2. Turn the Tech 2 ON by pressing the power button. Important: Tech 2 screen navigation to get to the setup procedure depends on the year and make of the vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2 screen is provided below. ^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >> Setup New OnStar >> ^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm. Interface Module >> Module Setup >> VCIM Setup >> 3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup Tech 2 screen. 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 1. Remove the ground cable from the battery's negative terminal. 2. Apply the handbrake brake. 3. Detach the floor console. 4. Remove the switch and the floor console: 3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector. 3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then unhooking the front edge. Unplug the ignition Page 584 Disclaimer Page 5135 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 8014 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 8363 A current DTC clears when the condition for setting the DTC is no longer present. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Without RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 5. If all circuits test normal, test or replace the cellular microphone. Circuit/System Testing With RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the X4 harness connector at the navigation radio and the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. 5. If all circuits test normal, test or replace the cellular microphone. 6. Connect the X4 harness connector at the navigation radio. 7. With a scan tool, verify that DTC B2455 is not set as current in the navigation radio. ^ If DTC B2455 is set as current, replace the navigation radio. Refer to the appropriate vehicle in SI. DTC B2462, B2483, or B2484 Circuit/System Description The vehicle communication interface module (VCIM) receives information from a specific navigation antenna located on the outside of the vehicle. The navigation antenna is connected to the VCIM via a shielded coaxial cable. The antenna cable also provides a path for DC current for powering the antenna. DTC Descriptors DTC B2462 02: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2462 04: Global Positioning System (GPS) Antenna Malfunction Open Circuit Diagrams Adjustable Pedals Module Page 7015 11. Remove the front transmission mount through bolt. 12. Remove the rear transmission mount through bolt. 13. Support the frame assembly with a support fixture. Page 6061 C207 I/P Harness To Body Harness Part 3 Page 7458 Forward Of BCM Page 1109 Top Right Side Of Engine Page 7346 Service and Repair High Pressure Safety Valve HVAC: Service and Repair COMPRESSOR PRESSURE RELIEF VALVE REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the engine drive belt. 3. Remove the compressor wire harness connector. 4. Remove the compressor mounting bolts. 5. Remove the compressor from the engine with the compressor line attached. 6. Remove the compressor pressure relief valve. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the compressor pressure relief valve. Tighten Tighten to 8 N.m (70 lb in). 2. Install the compressor to the engine. 3. Install the compressor mounting bolts. Tighten Page 3607 Steps 4 - 6 Page 8520 DVD Player C1 Part 2 Page 5168 Page 2395 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Engine - Serpentine Drive Belt Wear Information Drive Belt: All Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Page 4622 Disclaimer Page 6002 Fuse Block - Underhood C3 Part 2 Page 262 these systems will then completely power OFF. OnStar(R) Module Expected Current Draw The expected current draw of the OnStar(R) module in various ignition modes are as follows: ^ Ignition ON ‐ 240 to 400 mA ^ Ignition OFF ‐ 3 to 20 mA for 48 hours ^ Ignition OFF ‐ 0.2 to 0.8 mA after 48 hours (120 hours on specified vehicle communication platforms (VCPs)). Note During extended voltage testing for battery parasitic draw, it is possible to observe a voltage spike caused by the following: ^ A cellular registration call that was triggered by the local cellular system. ^ The OnStar(R) system has set a monthly trigger for a vehicle data upload call for the OnStar(R) Vehicle Diagnostic E‐mail upload. OnStar(R) System States of Readiness The OnStar(R) system will use the following 4 states of readiness, depending upon the type of cellular market the vehicle is in when the ignition is turned OFF. ^ High power ^ Low power ^ Sleep ^ Digital standby The high power state is in effect whenever the ignition is in the ON or RUN position, retained accessory power (RAP) is enabled, and/or the OnStar(R) system is sending or receiving calls or when the system is performing a remote function. The low power state is in effect when the OnStar(R) system is idle with the ignition in the ON or RUN position, or with RAP enabled. The sleep state is entered after the vehicle has been shut OFF and the RAP has timed out. At a predetermined time recorded within the VCIM, the system re-enters the low power state to listen for a call from the OnStar(R) Call Center for 1 minute. After this interval, the system will again return to the sleep state for 9 minutes. If a call is sent during the 1 minute interval, the OnStar(R) system will receive the call and immediately go into the high power mode to perform any requested functions. If a call is not received during the 1 minute interval, the system will go back into the sleep mode for another 9 minutes. This process will continue for up to 48 hours, after which the OnStar(R) system will turn OFF until the ignition is turned to the ON or RUN position. The digital standby power state is entered after the vehicle has been shut off and the RAP has timed out while in a digital cellular area. When in digital standby mode, the OnStar(R) module is able to perform all remote functions as commanded by an OnStar(R) advisor at any time, for a continuous 48 hours. After 48 hours, the OnStar(R) module will go into sleep mode until a wake up signal from the vehicle is seen by the CIM. If the OnStar module loses the digital cellular signal it will revert to analog mode and follow the standard sleep state (9 minutes OFF, 1 minute standby) based on the time of the GPS signals, this will continue until a digital cellular signal is again received. If the OnStar(R) system loses battery power while the system is in a standby or sleep mode, the system will remain OFF until battery power is restored and the ignition is turned to the ON or RUN position. Deactivated OnStar(R) Accounts In the event that a customer has not upgraded their vehicle to a digital system, the account has been deactivated. The customers have been previously notified of the steps required to upgrade their vehicles. After the OnStar(R) account has been deactivated, customers will experience the following: ^ The OnStar(R) status LED will not illuminate ^ The OnStar(R) system will NOT attempt to connect to the OnStar(R) Call Center in the event of a collision or if the vehicle's front air bags deploy for any other reason. ^ An emergency button press will result in a demo message being played, indicating the service has been deactivated and needs to be upgraded. Page 3104 Ignition Cable: Service and Repair SPARK PLUG WIRE REPLACEMENT REMOVAL PROCEDURE NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 1. Remove the spark plug wires (2,4, and 6) from the engine left side spark plugs. 2. Remove the spark plug wires from the retaining clips. 3. Remove the spark plug wires (1,3, and 5) from the engine right side spark plugs. 4. Remove the spark plug wires from the retaining clip. 5. Remove the spark plug wires from the ignition coils. 6. Remove the spark plug wires from the engine. 7. If you are replacing the spark plug wires, transfer any of the following components: - Spark plug wire conduit - Spark plug wire retaining clips INSTALLATION PROCEDURE Page 1014 Turn Signal/Multifunction Switch - C2 Part 1 Locations Traction Control Switch: Locations Instrument Panel Page 7871 17. Connect the roof rail module-right connector to the vehicle harness connector. 18. Install the CPA to the roof rail module-right connector. 19. Install the garnish molding to the right upper lock pillar. 20. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 21. Install the body control module fuse center cover. 22. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 23. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle in Vehicle DTC Information. Page 632 Body Control Module (BCM) C1 Part 3 Page 7284 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 8181 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through the existing cable ties (C) if possible, otherwise, secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches lock. 6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring harness securing points and by the SRS unit (D). 6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel shelf. 6.15. Unplug the connectors (E) from the OnStar(R) control modules. 6.16. Remove the console (F) together with the OnStar(R) control modules. C100 - C130 Multiple Junction Connector: Diagrams C100 - C130 C100 Engine Harness To Automatic Transmission Harness Part 1 Page 7924 Seat Belt Buckle: Service and Repair Rear (Extended Sedan) SEAT BELT BUCKLE REPLACEMENT - REAR (EXTENDED SEDAN) REMOVAL PROCEDURE 1. Remove the 60% rear seat. 2. Remove the seat belt buckle fastener from under the seat cushion. 3. Remove the seat belt buckle. INSTALLATION PROCEDURE 1. Install the seat belt buckle. Page 1052 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 4104 Ignition Control Module: Description and Operation IGNITION CONTROL MODULE (ICM)/COILS There are 3 dual-tower ignition coils that are part of the ignition control module (ICM). The ICM contains coil driver circuits that command the coils to operate. The ICM has the following circuits: - An ignition voltage circuit - A ground circuit - An IC 1 control circuit for the 1-4 ignition coil - An IC 2 control circuit for the 2-5 ignition coil - An IC 3 control circuit for the 3-6 ignition coil - A low reference circuit The PCM controls each dual-tower ignition coil by transmitting timing pulses on the IC control circuit to the ICM for the proper coil to enable a spark event. The spark plugs are connected to each coil tower by spark plug wires. The spark plug wires conduct the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency. Page 1398 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3778 Steps 7 - 10 Page 3207 Body Control Module (BCM) C4 Part 3 Page 352 A current DTC clears when the condition for setting the DTC is no longer present. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Without RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 5. If all circuits test normal, test or replace the cellular microphone. Circuit/System Testing With RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the X4 harness connector at the navigation radio and the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. 5. If all circuits test normal, test or replace the cellular microphone. 6. Connect the X4 harness connector at the navigation radio. 7. With a scan tool, verify that DTC B2455 is not set as current in the navigation radio. ^ If DTC B2455 is set as current, replace the navigation radio. Refer to the appropriate vehicle in SI. DTC B2462, B2483, or B2484 Circuit/System Description The vehicle communication interface module (VCIM) receives information from a specific navigation antenna located on the outside of the vehicle. The navigation antenna is connected to the VCIM via a shielded coaxial cable. The antenna cable also provides a path for DC current for powering the antenna. DTC Descriptors DTC B2462 02: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2462 04: Global Positioning System (GPS) Antenna Malfunction Open Circuit Page 7837 Inflatable Restraint Sensing And Diagnostic Module: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The sensing and diagnostic module (SDM) is a microprocessor and the control center for the SIR system. This SDM has two fused power inputs; one fuse is for the battery voltage and the other fuse is for the ignition voltage. The SDM uses vehicle battery voltage as its main power input. The SDM then uses the vehicles GMLAN Serial Data Communication line and the ignition voltage logic input for enabling or disabling the SIR deployment loops. The SDM contains internal sensors along with several external sensors, if equipped, mounted at strategic locations on the vehicle. In the event of a collision, the SDM compares the signals from the internal and external sensors to a value stored in memory. When the generated signals exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags or seat belt pretensioners. If the force of the impact is not sufficient to warrant inflator module deployment, the SDM may still deploy the seat belt pretensioners. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator located in the IPC ON. As soon as three distinct deployment commands (representing different events) have been issued to any belt pretensioner, or the SDM commands any front and side air bag to deploy once, the SDM shall be considered to not be reusable. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON, notifying the driver that a malfunction exist. In the event that ignition positive voltage is lost during a collision, the SDM maintains a 23-volt loop reserve (23 VLR) for deployment of the air bags. It is important when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to 1 minute. Page 2847 Body Control Module - C2 Part 6 Page 1308 Page 6252 Page 7322 Air Duct: Service and Repair Air Outlet Duct - Rear Floor, RH AIR OUTLET DUCT REPLACEMENT - REAR FLOOR, RH REMOVAL PROCEDURE 1. Remove the console. 2. Remove the right front seat. 3. Remove the right front carpet retainer. 4. Remove the right center pillar lower garnish molding. 5. Remove the front floor carpet enough to access the right rear floor duct. 6. Remove the right rear floor duct. INSTALLATION PROCEDURE 1. Install the right rear floor duct. 2. Install the front floor carpet. 3. Install the right center pillar lower garnish molding. 4. Install the right front carpet retainer. 5. Install the right front seat. 6. Install the console. Page 5238 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 2583 30. Inspect the transmission fluid level. Page 3388 modules, the busses they communicate with, and the RPO codes for a specific module. Page 2819 Body Control Module (BCM) C1 Part 4 Page 7570 3. Install the suction hose. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the liquid line bracket bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 5. Install the refrigerant pressure sensor wire harness connector. 6. Install the line clip to the dash. Page 7250 9. Remove the hub and bearing assembly from the steering knuckle. Installation Procedure 1. Install the hub and bearing assembly to the steering knuckle. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 3 hub and bearing assembly bolts. ^ Tighten the hub and bearing assembly bolts to 115 Nm (85 ft. lbs.). 3. Install the wheel speed sensor connector into the bracket until the locking tabs click into place, if equipped with ABS. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. Page 1013 Combination Switch: Diagrams Turn Signal/Multifunction Switch - C1 Page 2596 2. Install the transmission oil cooler pipes. 3. Install the lower transmission oil cooler pipe to the radiator. 4. Install the transmission oil cooler pipe clip to the fan shroud. 5. Install both transmission oil cooler pipes to the transmission. Notice: Refer to Fastener Notice in Service Precautions. 6. Install the transmission oil cooler pipe attachment nut to the transmission. ^ Tighten the nut to 7 Nm (62 inch lbs.). Page 4795 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 5090 1. Install the flywheel and the flywheel retainer. 2. Use the J 37096 to secure the flywheel in order to prevent the crankshaft from rotating. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the engine flywheel bolts. ^ Tighten the bolts to 71 Nm (52 ft. lbs.). 4. Measure the flywheel runout: 4.1. Install a dial indicator on the engine block and inspect the engine flywheel runout at 3 attaching bosses. 4.2. If the condition cannot be corrected, replace the engine flywheel. 5. Install the automatic transaxle. Page 6612 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Page 7688 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. Page 392 4.2. Release the back end of the connector (C) and remove from the contact rail (D). 4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.5. Assemble the contact rail and end. 4.6. Connect connector (A) and secure the cable using a cable tie (B). 5. Assemble the gear shift housing (A). AUT: Connect connector (B). 6. Assemble the center console, see WIS - Body - Interior. 7. Remove the OnStar(R) control module and secure the cable harness: 7.1. 5D: Remove the right-hand cover from the luggage compartment floor. Page 7521 Tighten Tighten the screws to 1.5 N.m (13 lb in). 4. Install the upper center floor air outlet duct. 5. Install the upper center floor air outlet duct screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 6. Install the lower center floor air outlet duct. 7. Install the HVAC module assembly. Page 1122 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. 2. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 3. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. 1. Coat the threads with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Fill the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. Diagram Information and Instructions Auxiliary Blower Motor: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 6282 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 6239 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 5873 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 589 Disclaimer Page 8256 Page 3340 Capacity Specifications Fluid - A/T: Capacity Specifications Transmission Fluid Pan Removal ........................................................................................................ ............................................................................................. 8.5L (8.9 Qt) Overhaul ........................... .............................................................................................................................................................. ................... 9.0L (9.5 Qt) Dry .............................................................................................................. .................................................................................................. 12.2L (12.9 Qt) Procedures Power Mirror Switch: Procedures POWER MIRROR SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the door trim panel. 2. Release the tabs and push the switch bezel from the door trim. 3. Disconnect the electrical connectors from the mirror switch. 4. Remove the switch from the bezel. INSTALLATION PROCEDURE 1. Install the switch to the bezel. 2. Connect the electrical connectors to the mirror switch. 3. Install the switch bezel to the door trim. 4. Install the door trim panel. Page 8406 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Page 291 10. Disconnect and remove the OnStar(R) jumper harness. Note: You will need to remove the short GPS cable from this jumper harness. 11. Untape the cell antenna coax from the body harness in the trunk. This will be necessary to provide adequate length to connect to the new VCIM. 12. Fasten three retainer clips (1) from the kit to the new bracket that is included in the kit, and position the VCIM to the bracket (2). 13. Install the three bolts from the kit. Tighten the bolts to 10 Nm (89 lb in). 14. Connect the new OnStar(R) jumper harness supplied in the kit to the VCIM (two white connectors on module). 15. Connect small GPS coax cable jumper harness supplied in the kit (end with blue plastic housing) to VCIM GPS connector. 16. Position the VCIM / bracket assembly to the studs. 17. Install the bracket nuts saved from the Removal Procedure above to the VCIM / bracket assembly mounting studs. Tighten the nuts to 4 Nm (35 lb in). 18. Connect the new OnStar(R) jumper harness to the body wiring harness (C410 connector). 19. Connect small coax cable jumper from VCIM to the OnStar(R) Global Positioning Satellite (GPS) antenna coaxial cable at the connector previously left in the vehicle (short jumper removed from old harness in step 5.10). 20. Connect the cellular coaxial cable previously left in vehicle to the OnStar(R) VCIM. 21. Verify that all harnesses are properly secured in vehicle. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. 1. Connect the Tech2(R) to the vehicle. Page 1239 Back Side Of Engine Page 1061 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 6478 Relay Box: Application and ID Underhood Junction Block Location View Application Table Part 1 Page 8232 Check - Vehicle. The Diagnostic System Check will provide the following information: ^ The identification of the control modules which command the system ^ The ability of the control modules to communicate through the serial data circuit ^ The identification of any stored diagnostic trouble codes (DTCs) and their status The use of the Diagnostic System Check will identify the correct procedure for diagnosing the system and where the procedure is located. Visual/Physical Inspection Perform the following visual inspections; ^ Inspect for aftermarket devices which could affect the operation of the Radio/Audio System. Refer to Checking Aftermarket Accessories in SI. ^ Inspect the easily accessible and visible system components for obvious damage or conditions which could cause the symptom. Intermittent Conditions Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections in SI. Symptom List Page 7973 Impact Sensor: Diagrams Inflatable Restraint Front End Sensor - Left Page 6454 C404 Liftgate Harness To Body Harness Component Locations Forward Of BCM Page 3840 Fuel: Service and Repair FUEL SYSTEM CLEANING IMPORTANT: If the fuel filter is plugged, the fuel tank should be inspected internally and cleaned if necessary. 1. Remove the fuel tank. 2. Remove the fuel pump module assembly. 3. Inspect the fuel pump module strainer. Replace the pump module assembly if the fuel strainer is contaminated. IMPORTANT: When flushing the fuel tank, handle the fuel and water mixture as a hazardous material. Handle the fuel and water in accordance with all applicable local, state, and federal laws and regulations. 4. Flush the fuel tank with hot water. 5. Pour the water out of the fuel sender assembly opening in the fuel tank. Rock the fuel tank in order to be sure that the removal of the water from the fuel tank is complete. 6. Allow the tank to dry completely before reassembly. 7. Disconnect the fuel feed pipe at the engine fuel rail. IMPORTANT: Only use oil-free compressed air to blow out the fuel pipes. 8. Clean the fuel pipes by applying air pressure in the opposite direction of the fuel flow. 9. Connect the fuel feed pipe to the engine fuel rail. 10. Install the fuel pump module assembly. 11. Install the fuel tank. Locations Left Side of HVAC Case With Special Tool Fuel: Testing and Inspection With Special Tool ALCOHOL/CONTAMINANTS-IN-FUEL DIAGNOSIS (WITH SPECIAL TOOL) TEST DESCRIPTION Fuel quality can affect vehicle performance. Gasoline and gasoline blends that are contaminated or contain excessive amounts of alcohol can affect vehicle driveability, fuel economy, fuel system components, and emissions. Excessive alcohol in the fuel may cause fuel system corrosion, deterioration of rubber components, and subsequent fuel filter restriction. Some types of alcohol are more detrimental to fuel system components than others. Ethanol is commonly used in gasoline, but in concentrations of no more than 10 percent. Some fuels, such as E85, contain a very high percent of ethanol. Fuel with more than 10 percent ethanol may cause driveability conditions in vehicles such as hesitation, lack of power, stalling, or no start. If excessive alcohol in the fuel is suspected, then use the following procedure to test the fuel quality. TEST PROCEDURE 1. Turn ON the J 44175 Fuel Composition Tester. 2. Verify the fuel composition tester is operational by measuring the AC frequency output with a DMM. Refer to Measuring Frequency in Diagnostic Aids. A frequency without a fuel sample in the test cell indicates that the tester is working correctly. CAUTION: Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. 3. Install the J 34730-1A Fuel Pressure Gage. Refer to Fuel Pressure Gage Installation and Removal. IMPORTANT: you will need to bleed the J 34730-1A a few times in order to obtain an accurate fuel sample. 4. Close the bleed valve on the fuel pressure gage. 5. Place the bleed hose (1) of the fuel pressure gage into the 100 ml beaker (2). 6. Command the fuel pump relay ON with a scan tool. 7. Slowly open the bleed valve on the fuel pressure gage, until an adequate fuel sample is obtained. Page 642 Body Control Module (BCM) C3 Part 2 Page 2271 Disclaimer Page 4783 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 4103 Ignition Control Module (ICM) Page 1488 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Page 5851 A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Case: All Technical Service Bulletins A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Bulletin No.: 04-07-30-023 Date: May 12, 2004 INFORMATION Subject: Oil Pump Assembly Seal and Transmission Case Change Models: 2002-2004 Cars and Light Duty Trucks with 4L60-E or 4L65-E Automatic Transmissions (RPOs M30, M32 or M33) An improved oil pump to case seal design has been made to the 4L60-E/4L65-E transmission. The new design affects the oil pump, the oil pump seal, the transmission pan bolts and the transmission case. The complete design was implemented in three phases. The first phase, beginning in September 2002, relocated the machining of the oil pump 0-ring seal groove in the pump body. The 0-ring seal groove moved 1.6 mm (0.62 in) inward on the pump body in order to place the sealing surface deeper into the case bore. The relocated pump body groove can be identified by measuring the groove location. Pump bodies that measure 2.3 mm (0.09 in) from the machined surface to the groove opening have the relocated 0-ring seal groove. Pump bodies that measure 3.9 mm (0.15 in) are prior to September 2002 design. Page 3589 Powertrain Control Module (PCM) C1 Part 4 Locations Impact Sensor: Locations Front Impact Bar Page 1716 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 7047 8. Install the three pieces of foam to the attaching bracket starting at the top center inside the bracket and proceed down across the fuel lines, then at the inside of the bracket at the left and right positions of the center piece of foam. Finally, install the last two pieces of foam to the inside bracket at the left and right extended sides behind the retaining holes as shown above. 9. Reposition the radiator surge tank back onto the bracket and seat the two retaining tabs on the tank. 10. Drive the vehicle to verify that the noise is no longer present. Parts Information Order Adhesive Back Shim Stock from Kent Automotive at 1-888-YES-KENT or online at www.kent-automotive.com. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 6399 C130 Engine Harness To Fuel Injector Harness Part 1 Page 6421 C413 Fuel Sender Harness To Body Harness Part 1 Page 4229 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 3615 Engine Control Module: Service and Repair Powertrain Control Module Replacement Removal Procedure Important: It is necessary to record the remaining engine oil life. If the replacement module is not programed with the remaining engine oil life, the engine oil life will default to 100%. If the replacement module is not programmed with the remaining engine oil life, the engine oil will need to be changed at 5000 km (3,000 mi) from the last engine oil change. 1. Using a scan tool, retrieve the percentage of remaining engine oil. Record the remaining engine oil life. 2. Record the preset radio stations. 3. Turn the ignition OFF. 4. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection in Starting and Charging. 5. Disconnect the PCM harness connectors. 6. Release the retaining tab located in the battery box lower half using a small screwdriver or other suitable tool. 7. Remove the PCM by lifting upward after releasing the tab. Installation Procedure 1. Slide the PCM into the PCM bracket on the front of the battery box. 2. Push down on the PCM until the retaining tab snaps into place. Page 5067 Seals and Gaskets: By Symptom Technical Service Bulletin # 08-07-30-009B Date: 080501 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 08-07-30-009B Date: 080501 Page 7077 5. Install the axle nut to the wheel drive shaft, hand tighten the wheel drive shaft nut. 6. Install the brake rotor. 7. Install the wheel drive shaft nut to the wheel drive shaft. 8. Use a screw driver or similar tool to stop the rotation of the brake rotor. ^ Tighten the wheel drive shaft nut to 215 Nm (159 ft. lbs.). 9. Install the tire and wheel assemblies. Page 5808 10. Reinstall the I/P side panel. Parts Information Parts are currently available through GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4170 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 1705 7. Remove the thermostat bypass pipe-to-throttle body nut. 8. Using the J 38185, reposition the hose clamp at the thermostat bypass pipe. 9. Disconnect the thermostat bypass pipe hose. 10. Remove the thermostat bypass pipe-to-engine front cover bolt. 11. Remove the thermostat bypass pipe. Installation Procedure Page 3124 Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains two individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The PCM provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors provide the PCM with signal voltage proportional to the pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied. Page 7377 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 6147 Application Table Part 2 HVAC System - Manual Control Module HVAC: Diagrams HVAC System - Manual HVAC Control Module C1 Part 1 Page 1079 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 2578 25. Remove the transmission oil cooler pipe clip from the fan shroud. 26. Remove the lower transmission oil cooler pipe from the radiator. 27. Remove the transmission oil cooler pipes. 28. Remove the fan wire harness connectors. 29. Remove the fan shroud assembly. Installation Procedure 1. Install the fan shroud assembly. Page 1849 15. Remove the driver/left outer trim cover from the instrument Panel (I/P). 16. Remove the CPA from the steering wheel module coil connector. 17. Disconnect the steering wheel module coil connector from the vehicle harness connector. 18. Remove the lower left center pillar trim. 19. Remove the CPA from seat belt pretensioner-LF connector. 20. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. 21. Remove the garnish molding from the left upper lock pillar. 22. Remove the CPA from the roof rail module-left connector. 23. Disconnect the roof rail module-left connector from the vehicle harness connector. Page 3526 Body Control Module (BCM) C2 Part 5 Page 7787 Left Door Page 7019 Notice: Refer to Fastener Notice in Service Precautions. 5. Using a drift or suitable alignment tool, align the frame to body through the supplied alignment holes in the rear of the frame. * Tighten the frame to body bolts to 100 N.m (74 lb ft) plus 90 degrees. * Tighten the frame support to body bolts to 100 N.m (74 lb ft). 6. Remove the support fixture. 7. Install the lower control arm. Refer Lower Control Arm Replacement in Front Suspension. 8. Connect the outer tie rods (3) to the steering knuckle (6). Refer to Rack and Pinion Outer Tie Rod End Replacement in Power Steering System. Capacity Specifications Coolant: Capacity Specifications Engine Cooling .................................................................................................................................... ............................................... 9.6 liters (10.0 quarts) NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the recommended level and recheck fluid level. Page 7508 9. Remove the TXV. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 10. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. 3. Install the TXV. NOTE: Refer to Fastener Notice in Service Precautions. 4. Tighten the TXV screws. Tighten Tighten the TXV screws to 7 N.m (62 lb in). 5. Install the liquid line to the TXV. 6. Install the suction line to the TXV. 7. Install the liquid line and suction line nut to the TXV. Tighten Tighten the nut to 20 N.m (15 lb ft). 8. Install the liquid line to the dash clip. Page 7309 5. Remove the recirculation door actuator screws. 6. Remove the recirculation door actuator. 7. Remove the recirculation door actuator wire harness connector. INSTALLATION PROCEDURE 1. Install the recirculation door actuator wire harness connector. 2. Install the recirculation door actuator. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the recirculation door actuator screws. Engine - Serpentine Drive Belt Wear Information Drive Belt: All Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Page 3660 Fuel Tank Pressure Sensor: Service and Repair Fuel Tank Pressure Sensor Replacement (Malibu MAXX) FUEL TANK PRESSURE SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Relieve the system fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Drain fuel tank. Refer to Fuel Tank Draining Procedure. 4. Remove the fuel tank. 5. Remove the electrical connector from the fuel tank pressure sensor. 6. Remove the fuel tank pressure sensor from modular fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor to modular fuel sender. 2. Install the electrical connector to fuel tank pressure sensor. 3. Install the fuel tank. 4. Refill tank. 5. Install the negative battery cable. Locations Steering Wheel Page 6675 Front Steering Knuckle: Service and Repair Front Steering Knuckle Replacement ^ Tools Required J 24319-B Universal Steering Linkage Puller Removal Procedure 1. Raise and support the vehicle. 2. Remove the wheel bearing. 3. Remove the outer tie rod to knuckle nut. 4. Using the J 24319-B, separate the tie rod from the steering knuckle. Page 7325 6. Remove the left rear floor duct. INSTALLATION PROCEDURE 1. Install the left rear floor duct. 2. Install the floor carpet. 3. Install the left center pillar lower garnish molding. 4. Install the left front carpet retainer. 5. Install the left front seat. 6. Install the console. Air Outlet Duct - Rear Floor, RH AIR OUTLET DUCT REPLACEMENT - REAR FLOOR, RH REMOVAL PROCEDURE 1. Remove the console. 2. Remove the right front seat. 3. Remove the right front carpet retainer. 4. Remove the right center pillar lower garnish molding. 5. Remove the front floor carpet enough to access the right rear floor duct. Page 1573 Fuel Pressure Release: Service and Repair Fuel Pressure Relief Procedure FUEL PRESSURE RELIEF PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Loosen the fuel filler cap in order to relieve the tank pressure. Do not tighten at this time. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Disconnect the fuel pump electrical connector. 4. Lower the vehicle. 5. Start and run the engine until the fuel supply remaining in the fuel pipes is consumed. Engage the starter for 3.0 seconds in order to assure relief of any remaining pressure. 6. Raise the vehicle. 7. Connect the fuel pump electrical connector. 8. Lower the vehicle. 9. Disconnect the negative battery cable in order to avoid possible fuel discharge if an accidental attempt is made to start the engine. Page 5194 Page 7846 2. Connect both front end sensors connector to the front end sensor (1). 3. Connect both CPA's to each front end sensor connector. 4. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center (1). 5. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 6. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. Brakes - Creaking Noise On Slow Speed Braking Brake Caliper: Customer Interest Brakes - Creaking Noise On Slow Speed Braking File In Section: 05 - Brakes Bulletin No.: 04-05-23-004 Date: September, 2004 TECHNICAL Subject: Brake Noise/Creak During Slow Speed Braking (Lubricate Brake Caliper) Models: 1999-2003 Chevrolet Malibu 2004 Chevrolet Malibu Classic 1999-2004 Oldsmobile Alero 1999-2004 Pontiac Grand Am Condition Some customers may comment on a creak type noise occurring when applying the brakes. It is usually heard only during slow speed brake maneuvers. If this condition exists, it should be able to be duplicated when the vehicle is not moving by depressing the brake and listening for the noise from the wheel-well/caliper area. Cause This condition may be caused by a caliper piston to seal interface issue during brake apply. If the caliper is removed and the piston is pushed back, the noise may be eliminated. This is usually only a temporary fix. Correction DO NOT REPLACE CALIPER. To repair this condition, lubricate the entire circumference of the seal at the caliper piston interface using kluber Fluid and the following procedure: 1. Remove the wheel and reinstall two lug nuts. This will hold the rotor to the bearing surface so debris does not fall between the surfaces and cause lateral runout (LRO). 2. Remove the bottom bolt from the caliper assembly without disturbing the hydraulic system. 3. Swing the caliper assembly up so the caliper assembly is facing upward. 4. Thoroughly clean the piston boot with GM approved Brake Clean. Pay particular attention to the area where the boot interfaces with the piston. 5. Using compressed air, dry the piston/boot area. Page 4037 4. Inspect valve body bolt (379) for breakaway torque of 16 N.m (11 lb ft). ^ If valve body bolt (379) is found loose, replace the channel plate gaskets, P/N 24206391, and retighten the valve body. ^ If the valve body bolt is found not to be loose, continue with the next step. 5. For additional reverse diagnostic information, refer to Slips in Reverse or No Reverse SI Document ID # 54866. Parts Information Parts are currently available from GMSPO. Warranty Information Page 3258 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the camshaft position (CMP) sensor electrical connector. 2. Remove the CMP sensor bolt. 3. Remove the CMP sensor. 4. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil and replace the O-ring if damaged. 2. Install the CMP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CMP sensor bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. Engine Mount Bracket Replacement Engine Mount: Service and Repair Engine Mount Bracket Replacement Engine Mount Bracket Replacement Removal Procedure 1. Remove the engine mount. 2. Remove the engine mount bracket bolts from the engine. 3. Remove the engine mount bracket from the vehicle. Installation Procedure 1. Position the engine mount bracket to the engine. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the front mount bracket bolts to the engine. Hand tighten the bolts at this time. 2.1. Tighten the upper engine mount bracket bolts to 90 Nm (66 ft. lbs.). 2.2. Tighten the lower engine mount bracket bolts to 50 Nm (37 ft. lbs.). 3. Install the engine mount. Page 4322 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Remove the automatic transaxle control assembly. 2. Disconnect the Shift Lock Control Solenoid connector from the solenoid. 3. Using a flat-blade screwdriver or similar tool pry the solenoid off of the ball-sockets on the solenoid plunger and solenoid body. 4. Remove the shift lock control solenoid. Installation Procedure Page 6711 which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Place the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. Open front hood and locate the front end sensor, also known as the front end sensor (1). 7. Remove both connector position assurance (CPA) from the right and left front end sensor connector. 8. Remove both front end sensors connector from the front end sensor (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 6445 C300 Body Harness To Drivers Seat Harness Part 1 Page 5978 Fuse Block - Rear C1 Part 2 Page 6011 Fuse Block: Application and ID Fuse Block - Underhood Location View Application Table Part 1 Page 4575 ^ The Driven sprocket thrust washer should be installed on the case instead of the channel plate. Damage to the washer, case or channel plate may occur if it is not installed correctly. ^ Lubricate the new drive link assembly by pouring ATF on it prior to installation. Failure to pre-lube the chain may damage the assembly. 15. Install the new 7/8 inch drive link, P/N 24210129, and sprockets, P/N's 24210128 and 24210130. 16. Install a new channel plate gasket, P/N 24201096. 17. Carefully align the channel plate on the two dowels and rotate the oil pump shaft to permit installation of the channel plate to the case. Tighten Tighten the channel plate bolts and valve body bolts. 18. Reconnect transaxle wiring harness to the solenoids. 19. Reconnect the manual shift valve link to the manual valve. 20. Install the valve control side cover. 21. Install the side cover bolts. Note: Use J 41228 when installing the new axle shaft sleeve seal or fluid leaks will occur. 22. Install the new output shaft sleeve seal, P/N 24201936, and snap ring (57). 23. Install the PNP switch. 24. Install the TCC lock up clutch '0' ring and torque converter. 25. Transfer the transaxle from the bench fixture to the transmission jack. 26. Reinstall the transaxle into the vehicle using the appropriate Service Information. Dealer Action Please contact all customers that were told they would be called when a repair became available. Parts Information Parts are currently available from GMSPO. Warranty Information Page 3433 Steps 15 - 16 Page 7821 Knee Diverter: Service and Repair Bracket Replacement - Knee Bolster BRACKET REPLACEMENT - KNEE BOLSTER REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) pad. 2. Remove the knee bolster bracket nuts. 3. Remove the knee bolster bracket. INSTALLATION PROCEDURE 1. Install the knee bolster bracket. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the knee bolster bracket nuts. Tighten Tighten the nuts to 10 N.m (89 lb in). 3. Install the I/P pad. Page 7363 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 7783 1.2. Align the block tooth and the centering mark on the race and upper shaft assembly at the 12 o'clock position. IMPORTANT: The new SIR coil will be pre-centered. Do not remove the centering tab from the new SIR coil until the installation is complete. If the SIR coil does not come with a centering tab, you must center the SIR coil. 2. If centering is required, refer to Inflatable Restraint Steering Wheel Module Coil Centering in Steering Wheel and Column. IMPORTANT: The new SIR coil will be pre-centered. Do not remove the centering tab from the new SIR coil until the installation is complete. 3. Slide the new SIR coil (2) onto the steering shaft assembly (1). 4. Connect the SIR harness. 5. Remove and discard the centering tab from the new SIR coil. 6. Install the steering column trim covers. 7. Install the steering wheel. 8. Install the inflatable restraint steering wheel module. 9. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 3. Page 5410 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Specifications Spark Plug: Specifications Spark Plug Gap ................................................................................................................................... ..................................................... 0.060 in. (1.52 mm) Spark Plug Torque ........................................ ........................................................................................................................................ 11.0 lb. ft. (15.0 Nm) Page 8265 Page 3280 Top Rear Of Engine Page 6281 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 3736 Top Rear Of Engine Page 6850 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Locations Left Rear Of Engine Page 4421 Page 4779 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5995 Fuse Block - Underhood C2 Part 1 Page 8016 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 7372 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6323 Fuse Block - Rear C4 Part 3 Page 8241 The number above refers to the step number on the diagnostic table. DTC U0073 or U2100 DTC Descriptors DTC U0073 00: Control Module Communication Bus Off DTC U0073 71: ECU HS Bus Off DTC U0073 72: ECU LS Bus Off DTC U2100 00: Controller Area Network (CAN) Bus Communication DTC U2100 47: Controller Area Network (CAN) Bus Communication Circuit/System Description The serial data circuits are serial data buses used to communicate information between the control modules. The serial data circuits also connect directly to the data link connector (DLC). Conditions for Running the DTCs Supply voltage at the modules are in the normal operating range. The vehicle power mode requires serial data communications. Conditions for Setting the DTC The module setting the DTC has attempted to establish communications on the serial data circuits more than 3 times. Page 7761 Under Center Console Page 1326 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Service and Repair Jump Starting: Service and Repair JUMP STARTING IN CASE OF EMERGENCY CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: - Always shield your eyes. - Avoid leaning over the battery whenever possible. - Do not expose the battery to open flames or sparks. - Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. NOTE: This vehicle has a 12 volt, negative ground electrical system. Make sure the vehicle or equipment being used to jump start the engine is also 12 volt, negative ground. Use of any other type of system will damage the vehicle's electrical components. 1. Position the vehicle with the booster battery so that the jumper cables will reach. - Do not let the 2 vehicles touch. - Make sure that the jumper cables do not have loose ends, or missing insulation. 2. Place an automatic transmission in PARK. If equipped with a manual transmission, place in NEUTRAL and block the wheels. 3. Turn OFF all electrical loads on both vehicles that are not needed. 4. Turn OFF the ignition on both vehicles. 5. Connect the red positive (+) cable to the battery positive (+) terminal (2) of the vehicle with the discharged battery. Use a remote positive (+) terminal if the vehicle has one. 6. Connect the red positive (+) cable to the positive (+) terminal (1) of the booster battery. Use a remote positive (+) terminal if the vehicle has one. 7. Connect the black negative (-) cable to the negative (-) terminal (3) of the booster battery. CAUTION: Do not connect a jumper cable directly to the negative terminal of a discharged battery to prevent sparking and possible explosion of battery gases. 8. The final connection is made to a heavy, unpainted metal engine part (4) of the vehicle with the discharged battery. This final attachment must be at least 46 cm (18 in) away from the dead battery. 9. Start the engine of the vehicle that is providing the boost. NOTE: Never operate the starter motor more than 15 seconds at a time without pausing in order to allow it to cool for at least 2 minutes. Overheating will damage the starter motor. 10. Crank the engine of the vehicle with the discharged battery. 11. The black negative (-) cable must be first disconnected from the vehicle that was boosted (4). 12. Disconnect the black negative (-) cable from the negative (-) terminal (3) of the booster battery. NOTE: Do not let the cable end touch any metal. Damage to the battery and other components may result. Page 7432 Instrument Panel Page 8344 Page 6855 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 1964 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer OnStar(R) - Analog/Digital Ready System Digital Upgrade Technical Service Bulletin # 05-08-46-006Q Date: 081028 OnStar(R) - Analog/Digital Ready System Digital Upgrade INFORMATION Bulletin No.: 05-08-46-006Q Date: October 28, 2008 Subject: Information on Upgrading Certain OnStar(R) Analog/Digital-Ready Systems to OnStar(R) Generation 6 Digital-Capable System Models Supercede: This bulletin is being revised to update the upgrade kit installation information for the 2001 Chevrolet Impala and Monte Carlo. Please discard Corporate Bulletin Number 05-08-46-006P (Section 08 - Body and Accessories). This bulletin is being issued to provide dealer personnel with information and procedures to follow should an owner wish to upgrade their OnStar(R) Analog/Digital-Ready system to an OnStar(R) Generation 6 Digital-Capable system. Disclaimer Program Overview Program Overview To upgrade their vehicle to an OnStar(R) Generation 6 Digital-Capable system, all that a customer must do is: ^ Take their vehicle to their dealer for the system upgrade. Page 6523 For vehicles repaired under warranty, use the table. Disclaimer Page 6820 1. Install a new clamp on the inner portion of the steering gear boot. 2. Apply grease from the service kit to the indicated locations. Important: The boot must seat in the groove in the steering gear. 3. Install the boot over the inner tie rod onto the steering gear. 4. Using the J 22610, crimp the inner boot clamp on the steering gear housing. 5. Install the small spring clamp on the outer portion of the inner tie rod end. 6. Install a new outer to inner tie rod jam nut. 7. Install the outer tie rod end. 8. Install the wheel. 9. Set the toe. Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 682 Steps 9-12 Power Mode Mismatch POWER MODE MISMATCH CIRCUIT DESCRIPTION Normal vehicle serial data communications and the control modules operations will not begin until the system power mode has been identified. Discrete wires from the ignition switch contacts are monitored by a module which acts as the power mode master (PMM) in order to determine the correct power mode. The module which is the PMM communicates the system power mode to all modules on the serial data lines. Refer to Body Control System Description and Operation to identify which module is the PMM and the applicable power mode look up table. TEST DESCRIPTION Page 7702 13. Remove the RH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Right connector (4). 15. Remove the SIS-Right connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Right go to step 3. To enable the roof rail module-right go to step 7, and to enable the seat belt pretensioner-RF go to step 9. 3. Install the SIS-Right connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Right connector (4). Page 4434 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 1140 Fuel Tank Pressure Sensor: Description and Operation FUEL TANK PRESSURE SENSOR The fuel tank pressure (FTP) sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.9 volts. A high FTP sensor voltage indicates a low fuel tank pressure or vacuum. A low FTP sensor voltage indicates a high fuel tank pressure. Page 6273 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Locations Knock Sensor: Locations Lower Left Front Of Engine Page 5626 1. Install the park brake warning lamp switch (2) to the park brake pedal assembly (1). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the park brake warning lamp switch screw (3). ^ Tighten the screw to 2 Nm (18 inch lbs.). 3. Connect the electrical connector to the park brake warning lamp switch. 4. Install the closeout panel. 5. Check the operation of the park brake warning lamp switch. Page 3320 Engine Control Module: Service and Repair Powertrain Control Module Replacement Removal Procedure Important: It is necessary to record the remaining engine oil life. If the replacement module is not programed with the remaining engine oil life, the engine oil life will default to 100%. If the replacement module is not programmed with the remaining engine oil life, the engine oil will need to be changed at 5000 km (3,000 mi) from the last engine oil change. 1. Using a scan tool, retrieve the percentage of remaining engine oil. Record the remaining engine oil life. 2. Record the preset radio stations. 3. Turn the ignition OFF. 4. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection in Starting and Charging. 5. Disconnect the PCM harness connectors. 6. Release the retaining tab located in the battery box lower half using a small screwdriver or other suitable tool. 7. Remove the PCM by lifting upward after releasing the tab. Installation Procedure 1. Slide the PCM into the PCM bracket on the front of the battery box. 2. Push down on the PCM until the retaining tab snaps into place. Page 4476 Phase three will eliminate the oil pump body 0-ring seal groove and the 0-ring seal. Beginning March 2004, a new stamped carrier molded rubber seal (2) will be used to seal the pump assembly to the transmission case. The pump sealing surface is now the outer diameter of the pump and the inner diameter (1) of the transmission case bore. Unlike the current 0-ring seal, which is installed on the oil pump body, the new seal is installed after the pump assembly is properly positioned and torqued in place. Seating the seal is accomplished when the torque converter housing is installed, which presses the seal (3) into position between the pump and the case bore (1). As a result of the modified casting and the deeper pump bore machining, the area between the oil pan mounting surface and the pump bore has decreased. Because of the reduced material in this area (1) it is necessary to use the shorter oil pan attaching bolts (2). Early pan bolts (3), before November 2002, should not be used with the modified case design, since they are 1.0 mm (0.39 in) longer and could deform the chamfer surface (4). Service Information Page 1172 Steps 23 - 29 The number below refers to the step number on the diagnostic table. 4. This step tests the MAP sensor's ability to correctly indicate BARO. 12. The measurement noted in this step will be used in subsequent steps if the measurement does not exceed the specified value. 15. This step calculates the resistance in the 5-volt reference circuit. 16. This step calculates the resistance in the low reference circuit. Page 1386 Power Window Switch: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. SIR Disabling and Enabling Zones Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zones SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration below, to identify the specific zone or zones in which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. Front Suspension Stabilizer Bushing: Service and Repair Front Suspension Stabilizer Shaft Insulator Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the front wheels. 3. Remove the stabilizer shaft mounting clamp bolts and clamps from both sides of the vehicle. 4. Remove the bushings from the stabilizer shaft. Installation Procedure 1. Install the stabilizer bushings on the stabilizer shaft with the cut line facing rearward. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the stabilizer shaft clamps and bolts. ^ Tighten the bolts to 25 Nm (18 ft. lbs.). 3. Install the front wheels. 4. Lower the vehicle. Page 4079 Ignition Coil: Service and Repair IGNITION COIL(S) REPLACEMENT REMOVAL PROCEDURE 1. Note the position of the spark plug wires for the installation and disconnect the spark plug wires from the ignition coil and module assembly. 2. Remove the 4 screws securing the ignition coil and module assembly to the bracket. 3. Remove the ignition coil and module assembly. INSTALLATION PROCEDURE 1. Install the ignition coil and module assembly to the bracket. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ignition coil and module assembly screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 3. Connect the spark plug wires as noted during the removal. Page 5315 10. Remove the IBCM 1 fuse (30 amp) for 10 seconds and then reinstall. 11. Install the fuse cover and battery cover. 12. Close the hood. Rear Wheel Bearing Replacement Important: The following procedure should only be performed if ABS DTC C0045 and/or C0050 were found earlier in the procedure. 1. Raise the vehicle on a suitable hoist and support as necessary. 2. If ABS DTC C0045 was found, remove the LEFT REAR tire and wheel assembly. If ABS DTC C0050 was found, remove the RIGHT REAR tire and wheel assembly. If both ABS DTCs were found, remove both rear tire and wheel assemblies. 3. Remove the two bolts (2) attaching the brake caliper mounting bracket to the knuckle. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and they hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Important: DO NOT disconnect the hydraulic brake flexible hose from the caliper. 4. Remove the rear brake caliper mounting bracket and caliper as an assembly and support the assembly with heavy mechanic's wire, or equivalent. 5. Remove the brake rotor. Do not force the rotor off If the rotor is difficult to remove, ease if off by gently rotating it as you pull outward. 6. Disconnect the electrical connector for the wheel speed sensor on the bearing hub. 7. Remove the four nuts attaching the bearing hub assembly to the knuckle and remove the bearing hub and brake backing plate. 8. Position the brake backing plate and new bearing hub assembly to the knuckle and install the four nuts. Tighten Tighten the four nuts to 63 Nm (46 lb-ft). 9. Connect the electrical connector to the wheel speed sensor on the bearing hub. 10. Thoroughly clean any rust or corrosion from the mating/mounting surface on the backside of the brake rotor. Verify that there are no foreign particles or debris remaining. 11. Install the brake rotor on the bearing hub flange. 12. Install the rear brake caliper and mounting bracket on the knuckle. Page 6930 Steps 1-7 Page 5049 Constant Velocity Joint Boot: Service and Repair Outer Joint and Seal Replacement Wheel Drive Shaft Outer Joint and Seal Replacement Tools Required ^ J 8059 Snap Ring Pliers ^ J 35910 Drive Axle Seal Clamp Pliers Removal Procedure 1. Remove the large seal retaining clamp from the CV joint with a side cutter. Discard the seal retaining clamp. 2. Use a hand grinder to cut through the swage ring in order to remove the swage ring. 3. Separate the driveshaft outboard seal from CV joint outer race (1) at large diameter. 4. Slide the seal (5) away from joint along driveshaft bar (4). 5. Wipe the grease from the face of the CV joint inner race (2). 6. Spread the ears on the race retaining ring (3) with J 8059. 7. Remove the CV joint assembly (1) from the driveshaft bar (4). 8. Remove the driveshaft outboard seal (5) from the driveshaft bar (4). 9. Discard the old outboard seal. 10. Place a brass drift against the CV joint cage (1). 11. Tap gently on the brass drift with a hammer in order to tilt the cage (1). 12. Remove the first chrome alloy ball (2) when the CV joint cage (1) tilts. 13. Tilt the CV joint cage (1) in the opposite direction to remove the opposing chrome alloy ball (2). 14. Repeat this process to remove all 6 of the balls. Page 6676 5. Remove the lower control arm. 6. Remove the strut to steering knuckle nuts and bolts. 7. Remove the steering knuckle from the vehicle. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the steering knuckle to the strut assembly and if applicable the ABS harness bracket. ^ Tighten the bolts and nuts to 120 Nm (89 ft. lbs.). 2. Guide the axle through the steering knuckle. 3. Install the outer tie rod to the steering knuckle. Tighten 3.1. Tighten the nut to 20 Nm (15 ft. lbs.). 3.2. Turn the nut an additional 180 degrees. Page 7651 Air Temp Sensor - Upper Page 5622 8. Connect the electrical connector to the park brake warning lamp switch. 9. Position the carpet back into place. 10. Install the 3 park brake pedal assembly nuts (1, 2, 3). ^ Tighten in sequence as shown. ^ Tighten the nuts to 25 Nm (18 ft. lbs.). 11. Pull down to remove the cable tension set pin (1). 12. Apply the park brake pedal 4 full cycles to complete the tension set. 13. Install the left front sill plate. 14. Install the left sound insulator panel. Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 1 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 1 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 1 SENSOR 1 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 1 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust manifold. 1. Disconnect the heated oxygen sensor (HO2S) 1 electrical connector. 2. Use the J 39194-B to remove the HO2S 1. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 1 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before the reinstallation. 1. Coat the threads of the HO2S 1 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. Page 3675 Knock Sensor: Description and Operation KNOCK SENSOR (KS) SYSTEM DESCRIPTION PURPOSE The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. SENSOR DESCRIPTION This KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 5820 Disclaimer A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Page 2328 Engine Oil: Fluid Type Specifications Engine Oil API Classification ................................................................................................................................. ........................................ Look for Starburst Symbol Above -18° C (0° F) ......................................... .......................................................................................................................... 10W-30, 5W-30 (preferred) Below -29° C (-20° F) ................................................................................................................................................. 5W-30 synthetic (preferred) , 0W-30 Page 7302 Mode Actuator Locations Discharge Air Temperature Sensor / Switch: Locations Left Side of HVAC Case Page 6155 5. Use a flat-bladed tool to disengage the 4 tabs that secure the electrical center to the battery tray. 6. Use a flat-bladed tool to remove the connector cover from the electrical center. 7. Loosen the 4 bolts across the top of the electrical center. Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 7781 Clockspring Assembly / Spiral Cable: Description and Operation INFLATABLE RESTRAINT STEERING WHEEL MODULE COIL The steering wheel module coil is attached to the steering column and is located under the steering wheel. The steering wheel module coil consists of two or more current-carrying coils. The coils allow the rotation of the steering wheel while maintaining continuous electrical contact between the steering wheel module deployment loop and the steering wheel module. Two coil wires are used for the steering wheel module deployment loop. Additional coil wires are used for accessories that are attached to the steering wheel, depending on the vehicle model. The steering wheel module coil connector is located near the base of the steering column. The connector contains a shorting bar that shorts the steering wheel module coil deployment loop circuitry to prevent unwanted deployment of the steering wheel module when the connector is disconnected. Page 2409 Crankshaft Main Bearing Seal: Service and Repair Crankshaft Rear Oil Seal Replacement ^ Tools Required J 34686 Rear Main Seal Installer Removal Procedure 1. Remove the engine flywheel. Important: Do not nick the crankshaft sealing surface when removing the seal. 2. Remove the crankshaft rear oil seal. 2.1. Insert a flat-bladed tool or similar tool through the dust lip at an angle. 2.2. Pry the crankshaft rear oil seal out by moving the handle of the tool towards the end of the crankshaft. 2.3. Repeat as necessary around the crankshaft rear oil seal. Installation Procedure 1. Entirely coat the new crankshaft rear oil seal with engine oil. 2. Install the crankshaft rear oil seal onto the J 34686. 3. Install the J 34686 onto the rear of the crankshaft. Hand tighten the screws in order to ensure the seal will be installed squarely over the crankshaft. 4. Install the crankshaft rear oil seal to the crankshaft. 5. Tighten the wing nut on the J 34686 until it bottoms. 6. Remove the J 34686 from the crankshaft. 7. Install the engine flywheel. Page 882 Rear Of Vehicle Page 1988 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Page 2701 3. Remove the 2 bolts and 1 exhaust pipe nut at the manifold. 4. Remove the nuts at the outlet of the catalytic converter to crossover pipe. 5. Inspect the exhaust pipe-to-exhaust manifold flange. Exhaust Pipe to Manifold Flange Warpage: ^ Service Limit: 0.7 mm (0.028 inch) max. ^ Standard: 0.7 mm (0.028 inch) max. Installation Procedure 1. Install a new gasket on the exhaust manifold studs. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear exhaust pipe-to-manifold nut and bolts. ^ Tighten the exhaust pipe-to-manifold nut and bolts to 31 Nm (23 ft. lbs.). 3. Install the catalytic converter outlet gasket and fasten the outlet to crossover pipe with the nuts. ^ Tighten the catalytic convertor to crossover pipe nuts to 31 Nm (23 ft. lbs.). 4. Install the HO2S2 using the J 39194-B. ^ Tighten the oxygen-sensor-to-exhaust manifold to 45 Nm (33 ft. lbs.). 5. Lower the vehicle to the ground, start the engine, and check for exhaust leaks. Page 6557 For vehicles repaired under warranty, use the table. Disclaimer Page 4635 The first phase also machined a case chamfer leading into the pump bore (2). The chamfer is designed to help eliminate possible 0-ring seal damage during pump installation. Phase two modified the case casting and the chamfer into the pump bore. The casting change left additional material in the surrounding pump bore to allow deeper bore machining in order to create the necessary sealing surface for a new pump seal design. The leading surface into the pump bore was also machined with a modified chamfer (1). Page 4910 Disclaimer Page 4225 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 349 Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. This DTC cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U0140 - U0184 Circuit Description Modules connected to the GMLAN serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. When the module detects one of the following conditions on the GMLAN serial data circuit, a DTC will set. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. Conditions for Setting the DTCs Diagnostic algorithms are designed so that a single point failure within a particular node shall result in a single DTC/FTB combination being set. Any recognized faults shall generate one DTC. Recognized faults may include but are not limited to the following: ^ Open or shorted condition on an I/O Circuit outside of normal operation of that circuit. ^ Erratic signal of a circuit, outside of normal operation, which can be readily and repeatedly recognized as erratic. ^ A condition, outside of normal operation, which causes a customer perception of a performance problem. ^ A condition whether hardware or data link error, which causes a device to operate in a default or fail soft mode. ^ A condition which changes or limits system performance. ^ Network supervision/signal supervision errors. ^ ECU Internal errors. ^ Criteria determined by legislation. An initialization or shutdown self-test shall be performed and may include but is not limited to the following: ^ RAM check ^ ROM/EEPROM/Flash check Page 870 Forward Overhead Page 4120 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector. 3. Remove the CKP sensor bolt. 4. Remove the CKP sensor. 5. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace the O-ring if necessary. 2. Install the CKP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the CKP sensor electrical connector. 5. Lower the vehicle. 6. Perform the CKP system variation learn procedure. See: Testing and Inspection/Programming and Relearning Page 7184 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Recall 04V190000: ABS Controller Defect/Reprogramming Electronic Brake Control Module: All Technical Service Bulletins Recall 04V190000: ABS Controller Defect/Reprogramming Make / Models : Model/Build Years: Chevrolet / Malibu 2004 MANUFACTURER: General Motors Corp. NHTSA CAMPAIGN ID Number : 04V190000 Recall Date : APR 16, 2004 COMPONENT: Service Brakes, Hydraulic: Antilock: Control Unit/Module Potential Number Of Units Affected : 65439 SUMMARY: Some of these passenger vehicles have an electronic control unit (ECU) that may calculate a higher than actual vehicle speed because of an erratic rear-wheel speed sensor signal, and cause ABS activation where it is not needed or needed ABS activation to be extended during braking as the vehicle speed drops to about 3 MPH. CONSEQUENCE: Unexpected ABS activiation could increase stopping distance up to about 11 feet dpending on the grade of the road, increasing the risk of a crash. REMEDY: Dealers will reprogram the ABS controller. Owner notification began on June 16, 2004. Owners should contact Chevrolet at 1-800-630-2438. NOTES: GM Recall NO. 04030. Customers can also contact The National Highway Traffic Safety Administrations Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236). Page 190 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through the existing cable ties (C) if possible, otherwise, secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches lock. 6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring harness securing points and by the SRS unit (D). 6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel shelf. 6.15. Unplug the connectors (E) from the OnStar(R) control modules. 6.16. Remove the console (F) together with the OnStar(R) control modules. Page 5830 Each user will be required to accept the following agreement each time the KeyCode application is used. Key Code User Agreement - Key codes are proprietary information belonging to General Motors Corporation and to the vehicle owner. - Unauthorized access to, or use of, key code information is unlawful and may subject the user to criminal and civil penalties. - This information should be treated as strictly confidential and should not be disclosed to anyone unless authorized. I will ensure that the following information is obtained prior to releasing any Key Code information: 1. Government issued picture ID (Drivers License) 2. Registration or other proof of ownership. Registration should have normal markings from the Province that issued the registration and possibly the receipt for payment recorded as well. Important - GM takes this agreement seriously. Each user must be certain of vehicle ownership before giving out key codes. - When the ownership of the vehicle is in doubt, dealership personnel should not provide the information. Key code requests should never be received via a fax or the internet and key codes should never be provided to anyone in this manner. A face to face contact with the owner of the vehicle is the expected manner that dealers will use to release a key code or as otherwise stipulated in this bulletin or other materials. - Key codes should NEVER be sent via a fax or the internet. - Each Dealership should create a permanent file to document all KeyCode Look Up transactions. Requests should be filed by VIN and in each folder retain copies of the following: - Government issued picture ID (Drivers License) - Registration or other proof of ownership. - Copy of the paid customer receipt which has the name of the employee who cut and sold the key to the customer. - Do not put yourself or your Dealership in the position of needing to "explain" a KeyCode Look Up to either GM or law enforcement officials. - Dealership Management has the ability to review all KeyCode Look-Up transactions. - Dealership KeyCode documentation must be retained for two years. Frequently Asked Questions (FAQs) for GM of Canada Dealers How do I request a KeyCode for customer owned vehicle that is not registered? Scrapped, salvaged or stored vehicles that do not have a current registration should still have the ownership verified by requesting the vehicle title, current insurance policy and / or current lien holder information from the customers financing source. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. In these cases, a short description of the vehicle (scrapped, salvaged, etc.) and the dealership location should be kept on file. Any clarifying explanation should be entered into the comments field. How do I document a KeyCode request for a vehicle that is being repossessed? The repossessor must document ownership of the vehicle by providing a court ordered repossession order and lien-holder documents prior to providing key code information. Copies of the repossessors Drivers License and a business card should be retained by the dealership for documentation. What do I do if the registration information is locked in the vehicle? Every effort should be made to obtain complete information for each request. Each Dealership will have to decide on a case by case basis if enough information is available to verify the customer's ownership of the vehicle. Other forms of documentation include vehicle title, insurance policy, and or current lien information from the customers financing source. Dealership Management must be involved in any request without complete information. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. Can I get a print out of the information on the screen? It is important to note that the Key Code Look Up Search Results contain sensitive and/or proprietary information. For this reason GM recommends against printing it. If the Search Results must be printed, store and/or dispose of the printed copy properly to minimize the risk of improper or illegal use. Who in the dealership has access to the KeyCode application? Dealership Parts Manager (or assigned management) will determine, and control, who is authorized to access the KeyCode Look Up application. However, we anticipate that dealership parts and service management will be the primary users of the application. The KeyCode Look Up application automatically tracks each user activity session. Information tracked by the system includes: User name, User ID, all other entered data and the date/time of access. Page 4435 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Specifications Engine Oil Dip Stick - Dip Stick Tube: Specifications Oil Level Indicator Tube Bolt ............................................................................................................... ................................................... 25 Nm (18 ft. lbs.) Page 567 Application Table Part 2 Specifications Page 449 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 380 Important: Secure the wiring harness so that there is no risk of chafing and rattling. 9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 10. Install the ground cable to the battery's negative terminal. 11. Clear the diagnostic trouble codes. 12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical description. 2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV 2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV Notice: Handle the fiber optic cables with care or the signal may be distorted. ^ It is very important that the two leads in the connector are not confused with one another. ^ Do not splice the cables. ^ Do not bend the cable in a radius smaller than 25 mm (1 in). ^ Do not expose the cable to temperatures exceeding 185°F (85°C). ^ Keep the cable ends free from dirt and grime. ^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby reducing the intensity of the light and causing possible communication interruptions. ^ The cable should not lie against any sharp edges as this may cause increased signal attenuation. 1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove. 2. Remove the ground cable from the battery's negative terminal. 3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: Inner Joint and Seal Replacement Constant Velocity Joint: Service and Repair Inner Joint and Seal Replacement Wheel Drive Shaft Inner Joint and Seal Replacement Tools Required ^ J 35910 Drive Axle Seal Clamp Pliers ^ J 8059 Snap Ring Pliers Removal Procedure 1. Use a hand grinder in order to cut through the swage ring. 2. Remove the large seal retaining clamp from the tripot joint with side cutter. 3. Dispose of the large seal retaining clamp. 4. Separate the driveshaft inboard seal (4) frolic the trilobal tripot bushing (3) at the large diameter. 5. Slide the seal away from the joint along the driveshaft bar. 6. Remove the housing (1) from the tripot joint: spider (2) and the driveshaft bar. 7. Remove the trilobal tripot bushing (3) from the housing (1). 8. Remove the following items: ^ The spacer ring (1) using J 8059. ^ The spider assembly (2) ^ The spacer ring (3) using J 8059 ^ The inboard boot (4) 9. Discard the inboard boot. 10. Clean the driveshaft bar (5). Use a wire brush to remove any rust in the boot mounting area. 11. Clean the following items with cleaning solvent: ^ The tripot balls ^ The needle rollers ^ The housing Page 3109 Spark Plug: Application and ID SPARK PLUG TYPE GM ....................................................................................................................................................... ...................................................... P/N 12568387 AC Delco ............................................................................................................................................. ........................................................... P/N 41-101 Heater Hose - Inlet Heater Hose: Service and Repair Heater Hose - Inlet HEATER HOSE REPLACEMENT - INLET TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the coolant. Refer to Draining and Filling Cooling System. 2. Remove the surge tank from the surge tank bracket. 3. Reposition the heater inlet hose clamp at the heater core using the J 38185. 4. Reposition the heater inlet hose clamp at the engine using the J 38185. 5. Remove the heater inlet hose from the heater core. 6. Remove the heater inlet hose from the engine. 7. Remove both heater inlet hose clamps from the heater inlet hose. INSTALLATION PROCEDURE 1. Install both heater inlet hose clamps to the heater inlet hose. 2. Install the heater inlet hose to the engine. 3. Install the heater inlet hose to the heater core. 4. Reposition the heater inlet hose clamp at the engine using the J 38185. 5. Reposition the heater inlet hose clamp at the heater core using the J 38185. 6. Install the surge tank to the surge tank bracket. 7. Fill the coolant. Refer to Draining and Filling Cooling System. Page 2639 1. Install the right side radiator air deflector. 2. Install the right side radiator air deflector retainers. 3. Install the right front fender liner. 4. Install the left side radiator air deflector. 5. Install the left side radiator air deflector retainers. 6. Lower the vehicle. Page 1300 Locations Top Right Side Of Engine Page 5318 Page 8021 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 1332 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Page 6750 6. Hold the tilt lever, with light pressure, against the cam follower. ^ Actuate the lever to position against closed stop detent. Lever handle should be approximately parallel with the work surface. Note: Refer to Fastener Notice. 7. Continue to maintain light pressure on the tilt lever and tighten the nut. Tighten Tighten the torque prevailing nut until stamping surfaces are drawn together to 5.5 N.m (49 lb in). 8. Actuate the tilt lever to OPEN and CLOSED position several times while holding the tilt bracket in the proper alignment. 9. Adjust the nut torque until the load on the tilt lever handle is approximately 55 N.m (41 lb ft) to fully close lever. ^ Using a tool such as a mechanical force gage compare with a similar vehicle to confirm proper tilt lever closing force. 10. Compare with a similar vehicle to confirm proper tilt lever closing force. Caution: ^ In order to ensure function of the steering column in a vehicle during a crash and in order to avoid personal injury to the driver, perform the following: ^ Tighten the steering column lower fasteners before you tighten the steering column upper fasteners. Failure to do this can damage the steering column. ^ Tighten the steering column fasteners to the specified torque. Overtightening the upper steering column fasteners could affect the steering column collapse. 11. Tighten the steering column fasteners in the following sequence: Tighten Tighten the lower steering column mounting thru bolt to 27 N.m (20 lb ft). 12. Tighten the left side upper steering column mounting bolt to 27 N.m (20 lb ft). 13. Tighten the right side upper steering column mounting bolt to 27 N.m (20 lb ft). 14. Install the steering column knee bolster. Refer to Knee Bolster Replacement. Oil Filter and Seal Replacement Seals and Gaskets: Service and Repair Oil Filter and Seal Replacement Oil Filter and Seal Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Place a drain pan under the transaxle oil pan. 3. Remove the oil pan bolts from the front and sides only. 4. Loosen the rear oil pan bolts approximately 4 times. Notice: Pry the oil pan carefully in order to prevent damage to the transaxle case or the oil pan sealing surfaces. 5. Lightly tap the oil pan with a rubber mallet or carefully pry in order to allow the oil to drain. 6. Remove the AIR. 7. Inspect the fluid color. 8. Remove the remaining oil pan bolts and the oil pan. 9. Remove the oil pan gasket. Page 5777 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 6591 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Locations Control Module HVAC: Locations Instrument Panel Page 829 Power Door Lock Switch: Service and Repair Power Door Lock Switch Replacement - Front - Left POWER DOOR LOCK SWITCH REPLACEMENT - FRONT - LEFT REMOVAL PROCEDURE 1. Remove the door trim panel. 2. Release the tabs and push the door handle bezel from the door trim panel. 3. Disconnect the electrical connector from the door lock switch. 4. Remove the switch from the bezel. INSTALLATION PROCEDURE Page 7747 22. Disconnect the driver/left seat belt pretensioner yellow connector (1) from the vehicle wiring harness located under the rear of driver seat. 23. Cut the harness connector out of the vehicle, leaving at least 16 cm (6 in) of wire at the connector. 24. Strip 13 mm (0.5 in) of insulation from each of the connector wire leads. 25. Cut two 6.1 m (20 ft) deployment wires from a 0.8 mm (18 gage) or thicker multi-strand wire. These wires will be used to fabricate the left seat belt pretensioner deployment harness. 26. Strip 13 mm (0.5 in) of insulation from both ends of the wires cut in the previous step. 27. Twist together one end from each of the wires in order to short the wires. 28. Twist together one connector wire lead to one deployment wire. Locations Intake Air Temperature (IAT) Sensor: Locations Top Right Front Of Engine Page 7941 Seat Belt Guide Track: Service and Repair Guide Replacement - Rear Seat Shoulder Belt (Extended Sedan) GUIDE REPLACEMENT - REAR SEAT SHOULDER BELT (EXTENDED SEDAN) REMOVAL PROCEDURE 1. Remove the rear seat back trim panel. 2. Remove the shoulder belt guide fasteners from the seat frame. 3. Remove the shoulder belt guide from the seat assembly. INSTALLATION PROCEDURE Page 4974 Right Side Control Valve Body Assembly Control Valve Body Assembly Chart, Valve Springs and Bore Plugs Using GM Brake Clean, or equivalent, in a safe and clean environment (clean aluminum pan) clean the valve body and dry it with compressed air. Use appropriate eye protection. Clean individual valve body components with GM Brake Clean, or equivalent. Coat each valve with clean ATF and reassemble in each bore. Check each valve for free movement during assembly of each bore. Disclaimer Page 5993 Fuse Block - Underhood C1 Part 2 Adjustments Parking Lock Cable: Adjustments Park Lock Cable Adjustment 1. Place the floor shift lever in the P (Park) position. 2. Turn the ignition switch to the "Off" position. 3. Unseat the body housing lock from the body housing. Important: ^ No gap may exist between the metal terminal stop and the protruding end of the white plastic collar. If a gap does exist between the terminal stop and the collar, adjust the position of the park lock cable. ^ The white plastic collar must be flush or recessed about 1 mm (0.04 inch) within the ignition park lock housing. If the white plastic collar is not in the proper location, adjust the position of the park lock cable. 4. Adjust the outer cable conduit in order to obtain the proper location for the white plastic housing in the ignition switch. Ensure that the body housing is still attached to the shift control mounting bracket. 5. Seat the body housing lock in the body housing while holding the outer cable conduit in position. 6. Inspect the park/lock control cable. Page 1262 Driver Seat Page 3055 Knock Sensor: Diagrams Knock Sensor (KS) 1 Page 4393 4. Inspect valve body bolt (379) for breakaway torque of 16 N.m (11 lb ft). ^ If valve body bolt (379) is found loose, replace the channel plate gaskets, P/N 24206391, and retighten the valve body. ^ If the valve body bolt is found not to be loose, continue with the next step. 5. For additional reverse diagnostic information, refer to Slips in Reverse or No Reverse SI Document ID # 54866. Parts Information Parts are currently available from GMSPO. Warranty Information Page 2323 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons Page 5146 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 4971 Page 1212 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 6119 C651 Headliner Harness To Body Harness Page 5933 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Diagrams Clockspring Assembly / Spiral Cable: Diagrams Inflatable Restraint Steering Wheel Module Coil C1 Locations Top Right Side Of Engine Page 7833 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 2 Page 3314 Steps 10 - 12 Connector Views Fuse Block: Connector Views Fuse Block - Rear C1 Fuse Block - Rear C1 Part 1 Page 320 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Page 5757 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 30 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 2808 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Page 6462 C600 Body Harness To Right Front Door Harness Part 3 Page 6840 Steering Mounted Controls Transmitter: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 3524 Body Control Module (BCM) C2 Part 3 Page 3865 Page 6951 4. Install the lower control arm. 5. Install the tire and wheel. 6. Lower the vehicle. Specifications Drive Belt Tensioner: Specifications Drive Belt Tensioner Bolt ..................................................................................................................... .................................................... 50 Nm (37 ft. lbs.) Page 2248 Disclaimer Page 1640 Drive Belt: Service and Repair Drive Belt Replacement Removal Procedure 1. Remove the air cleaner assembly. 2. Remove the engine mount strut. 3. Rotate the drive belt tensioner counterclockwise to release the spring tension. 4. Remove the drive belt. Installation Procedure 1. Rotate the drive belt tensioner counterclockwise to release the spring tension. 2. Install the drive belt. 3. Install the engine mount strut. 4. Install the air cleaner assembly. Page 1832 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. 6. Remove the left/driver outer trim cover from the I/P. 7. Remove the connector position assurance (CPA) from the steering wheel module coil connector. 8. Disconnect the steering wheel module coil connector from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 2680 Thermostat: Pressure, Vacuum and Temperature Specifications Thermostat Full Open Temperature .................................................................................................... ................................................................ 195 degrees Page 5050 15. Pivot the CV joint cage (4) and the inner race 90 degrees to the center line of the outer race (2). At the same time, align the cage windows (3) with the lands of the outer race. 16. Lift out the cage (4) and the inner race. 17. Remove the inner race (1) from the cage (2) by rotating the inner race (1) upward. 18. Clean the following items thoroughly with cleaning solvent. Remove all traces of old grease and any contaminates. ^ The inner and outer race assemblies ^ The CV joint cage ^ The chrome alloy balls 19. Dry all the parts. 20. Check the CV joint assembly for the following items: ^ Unusual wear ^ Cracks ^ Damage 21. Clean the driveshaft bar. Use a wire brush to remove any rust in the seal mounting area (grooves). Installation Procedure Page 2128 Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 6. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 7. Replace the fuse(s) in the fuse panel when finished towing. Tracker Models Note: Locking the steering column when towing your vehicle may damage the steering column. Always unlock the steering column before towing. Important: ^ Two-wheel drive Trackers cannot be dinghy towed. Two-wheel drive models MUST be towed with the rear drive wheels on a dolly. ^ The towing speed must not exceed 90 km/h (55 mph). In order to properly dinghy tow a 4WD Tracker, follow these steps: 1. Set the parking brake. 2. Shift the transmission into Park (AT) or second gear (MT). 3. With the ignition key in the ON position, move the transfer case to Neutral. Make sure the 4WD indicator on the instrument panel cluster is Off. 4. Turn the ignition key to ACC in order to unlock the steering wheel. 5. Release the parking brake. Stop towing the vehicle every 300 km (200 mi) and do the following steps: 1. Start the engine of the towed vehicle. 2. Leave the transfer case shift lever in Neutral. 3. Shift the transmission to Drive (AT). For vehicles with (MT), leave the transmission in second gear with the clutch engaged. 4. Run the engine at medium speed for one minute to circulate the oil through the transfer case. 2003-2007 Pontiac Vibe Only the front wheel drive vehicles with manual transmission are designed to be dinghy towed. Use the following procedure to properly dinghy tow these models: 1. Place the shift lever in Neutral. 2. Turn the ignition switch to the ACC position to avoid locking the steering wheel. Make sure that the audio system is turned off and that nothing is plugged into the power outlets. 3. Release the parking brake. 4. After dinghy towing the vehicle, let the engine idle for more than three minutes before driving the vehicle. Four Wheel Drive and All Wheel Drive Light Duty Trucks Page 3889 Fuel Injector 6 Page 5396 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 8267 Claim Information - GM, Saturn Canada and Saab Canada Only Claim Information - Saturn US Only Customer Reimbursement Claims - Special Attention Required Customer reimbursement claims must have entered into the "technician comments" field the CSO # (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any deductibles and taxes paid by the customer. Claim Information - Saab US Only Page 5391 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 5382 Input Speed Sensor (ISS) Connector, Wiring Harness Side Page 355 DTC B2476 04: Cellular Phone Select Service Switch Open Circuit DTC B2476 59: Cellular Phone Select Service Switch Stuck Button DTC B2482 00: Cellular Phone Select Service Switch Range/Performance Circuit Short to Ground Open / High Resistance Short to Voltage Signal Performance Circuit/System Description The OnStar(R) button assembly consists of 3 buttons, Call/Answer, OnStar(R) Call Center, and OnStar(R) Emergency. The vehicle communication interface module (VCIM) supplies the OnStar(R) button assembly with 10 volts via the keypad supply voltage circuit. Each of the buttons, when pressed, completes the circuit across a resistor allowing a specific voltage to be returned to the VCIM over the keypad signal circuit. Depending upon the voltage range returned, the VCIM is able to identify which button has been activated. Conditions for Running the DTCs The ignition is ON. System voltage is between 9 - 16 volts. Conditions for Setting the DTCs B2476 04: The VCIM detects an open/high resistance on the keypad supply voltage circuit. B2482 and B2476 59: The VCIM detects a valid signal on the keypad signal circuit for more than 15 seconds. If one of the OnStar(R) buttons is held or stuck for 15 seconds or more, the VCIM will set these DTCs. Action Taken When the DTCs Set The OnStar(R) status LED turns red. No calls can be placed. The VCIM will ignore all inputs from the OnStar® button assembly. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 100 consecutive malfunction-free ignition cycles have occurred. Description and Operation Shift Indicator: Description and Operation PRNDL DISPLAY The instrument panel cluster (IPC) displays the selected gear position as determined by the powertrain control module (PCM). The IPC receives a GMLAN message from the body control module (BCM) indicating the gear position. The PRNDL display blanks if: - The PCM detects a malfunction in the transmission range switch circuit. - The IPC detects a loss of GMLAN communications with the BCM. Page 2589 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. 2. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 3. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. 1. Coat the threads with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Fill the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. Page 5747 Page 2142 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. 1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not affect the compression. the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 3834 Fuel: Technical Service Bulletins Fuel - Top Tier Detergent Gasoline Information Bulletin No.: 04-06-00-047 Date: June 24, 2004 ADVANCED SERVICE INFORMATION Subject: Top Tier Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) Models: 2005 and Prior All General Motors Passenger Cars and Trucks (U.S. Only) A new class of gasoline, called Top Tier Detergent Gasoline, will be appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by four automotive companies. A description of the concept and benefits of Top Tier is provided in the following question and answer section. What is Top Tier Detergent Gasoline? Top Tier Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by four automotive companies that exceed the detergent requirements imposed by the EPA. Who developed Top Tier Detergent Gasoline standards? Top Tier Detergent Gasoline standards were developed by four automotive companies: BMW, General Motors, Honda and Toyota. Why was Top Tier Detergent Gasoline developed? Top Tier Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet Top Tier Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, Top Tier was developed to give fuel marketers the opportunity to differentiate their product. Why did the four automotive companies join together to develop Top Tier? All four corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of Top Tier Detergent Gasoline? Top Tier Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of Top Tier Detergent Gasoline will help reduce deposit related concerns. Who should use Top Tier Detergent Gasoline? All vehicles will benefit from using Top Tier Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from use of Top Tier Detergent Gasoline. Where can Top Tier Detergent Gasoline be purchased? The Top Tier program began on May 3, 2004. Some fuel marketers have already joined and are making plans to introduce Top Tier Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, a list of all fuel marketers meeting Top Tier standards will be made available. For now, look for the "Top Tier" designation at the gas pump. Disclaimer Page 48 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 3033 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The CMP sensor signal is a digital ON/OFF pulse output once per revolution of the camshaft. The CMP sensor does not directly affect the operation of the ignition system. The CMP sensor information is used by the PCM to determine the position of the valve train relative to the crankshaft position. By monitoring the CMP and CKP signals, the PCM can accurately time the operation of the fuel injectors. The PCM supplies the sensor with a 12-volt reference circuit, a low reference circuit, and a signal circuit. Page 1821 Brake Bleeding: Service and Repair Master Cylinder Bench Bleeding Master Cylinder Bench Bleeding Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint arid Electrical Components Notice in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. 1. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 2. Remove the master cylinder reservoir cap and diaphragm. 3. Install suitable fittings to the master cylinder ports that match the type of flare seat required and also provide for hose attachment 4. Install transparent hoses to the fittings installed to the master cylinder ports, then route the hoses into the master cylinder reservoir. 5. Fill the master cylinder reservoir to at least the half-way point with Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 6. Ensure that the ends of the transparent hoses running into the master cylinder reservoir are fully submerged in the brake fluid. 7. Using a smooth, round-ended tool, depress and release the primary piston as far as it will travel, a depth of about 25 mm (1 inch), several times. Observe the flow of fluid coming from the ports. As air is bled from the primary and secondary pistons, the effort required to depress the primary piston will increase and the amount of travel will decrease. 8. Continue to depress and release the primary piston until fluid flows freely from the ports with no evidence of air bubbles. 9. Remove the transparent hoses from the master cylinder reservoir. 10. Install the master cylinder reservoir cap and diaphragm. 11. Remove the fittings with the transparent hoses from the master cylinder ports. Wrap the masts cylinder with a clean shop cloth to prevent brake fluid spills. 12. Remove the master cylinder from the vise. Page 8438 A current DTC clears when the condition for setting the DTC is no longer present. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Without RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 5. If all circuits test normal, test or replace the cellular microphone. Circuit/System Testing With RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the X4 harness connector at the navigation radio and the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. 5. If all circuits test normal, test or replace the cellular microphone. 6. Connect the X4 harness connector at the navigation radio. 7. With a scan tool, verify that DTC B2455 is not set as current in the navigation radio. ^ If DTC B2455 is set as current, replace the navigation radio. Refer to the appropriate vehicle in SI. DTC B2462, B2483, or B2484 Circuit/System Description The vehicle communication interface module (VCIM) receives information from a specific navigation antenna located on the outside of the vehicle. The navigation antenna is connected to the VCIM via a shielded coaxial cable. The antenna cable also provides a path for DC current for powering the antenna. DTC Descriptors DTC B2462 02: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2462 04: Global Positioning System (GPS) Antenna Malfunction Open Circuit A/T - 4L60/65E, No Reverse/2nd or 4th Gear Sun Gear: Customer Interest A/T - 4L60/65E, No Reverse/2nd or 4th Gear TECHNICAL Bulletin No.: 00-07-30-022D Date: June 10, 2008 Subject: No Reverse, Second Gear or Fourth Gear (Replace Reaction Sun Shell with More Robust Heat Treated Parts) Models: 1993 - 2005 GM Passenger Cars and Light Duty Trucks 2003 - 2005 HUMMER H2 with 4L60/65-E Automatic Transmission (RPOs M30 or M32) Supercede: This bulletin is being revised to add 2005 model year to the parts information. Please discard Corporate Bulletin Number 00-07-30-022C (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a no reverse, no second or no fourth gear condition. First and third gears will operate properly. Cause The reaction sun gear (673) may not hold inside the reaction sun shell (670). Correction Important: There are FOUR distinct groups of vehicles and repair procedures involved. Vehicles built in the 2001 model year and prior that make use of a reaction shaft to shell thrust washer: ^ The sun shell can be identified by four square holes used to retain the thrust washer. Use reaction sun shell P/N 24228345, reaction carrier to shell thrust washer (699B) P/N 8642202 and reaction sun gear shell thrust washer (674) P/N 8642331er (674) P/N 8642331along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and prior that have had previous service to the reaction sun shell: It is possible that some 2001 and prior model year vehicles have had previous service to the reaction sun shell. At the time of service, these vehicles may have been updated with a Reaction Sun Shell Kit (Refer to Service Bulletin 020730003) without four square holes to retain the thrust washer. If it is found in a 2001 model year and prior vehicles that the reaction sun shell DOES NOT have four square holes to retain the thrust washer, these vehicles must be serviced with P/Ns 24229825 (674), 24217328 and 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built in the 2001 model year and later that make use of a reaction shaft to shell thrust bearing: The sun shell can be identified by no holes to retain the thrust washer. Use reaction sun shell, P/N 24229825, reaction carrier shaft to shell thrust bearing (669A), P/N 24217328 and reaction sun gear shell thrust washer (674), P/N 8642331 along with the appropriate seals and washers listed below. ^ Vehicles built from November, 2001 through June, 2002: These vehicles should have the reaction carrier shaft replaced when the sun shell is replaced. Use shell kit P/N 24229853, which contains a sun shell (670), a reaction carrier shaft (666), a reaction carrier shaft to shell thrust bearing (669A) and a reaction sun gear shell thrust washer (674). The appropriate seals and washers listed below should also be used. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Follow the service procedure below for diagnosis and correction of the no reverse, no second, no forth condition. Important: If metallic debris is found on the transmission magnet, the transmission must be completely disassembled and cleaned. Metallic debris is defined as broken parts and pieces of internal transmission components. This should not be confused with typical "normal" fine particles found on all transmission magnets. Failure to properly clean the transmission case and internal components may lead to additional repeat repairs. 1. Remove the transmission oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 825141. Connector Views Fuse Block: Connector Views Fuse Block - Rear C1 Fuse Block - Rear C1 Part 1 Page 3567 Steps 14-17 Page 2874 Body Control Module: Scan Tool Testing and Procedures Scan Tool Data Definitions SCAN TOOL DATA DEFINITIONS Accessory Relay Command: The scan tool displays the state of the accessory relay command. Battery Voltage Signal: The scan tool displays the vehicle voltage. Ignition Mode Switch: The scan tool displays the ignition switch voltage signal. This signal is derived from the ignition Off/Run/Crank circuit. Ignition Switch Accessory: The scan tool displays the state of the ignition switch accessory circuit. Ignition Switch Run/Crank: The scan tool displays the state of the ignition switch Run/Crank circuit. Key In Ignition Cylinder: The scan tool displays whether or not the key is in the ignition cylinder. Power Mode: The scan tool displays the vehicle power mode. Run Relay Command: The scan tool displays the state of the Run relay. Run Crank Relay Command: The scan tool displays the state of the Run Crank relay. Vehicle Control Systems Data Page 6583 Disclaimer Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 7886 Page 8114 Keyless Entry Receiver: Service and Repair (Sedan) REMOTE CONTROL DOOR LOCK RECEIVER REPLACEMENT (SEDAN) REMOVAL PROCEDURE 1. Remove the rear window shelf panel. 2. Disconnect the electrical connectors from the receiver. 3. Remove the receiver from the vehicle. INSTALLATION PROCEDURE 1. Install the receiver to the vehicle. 2. Connect the electrical connectors to the receiver. 3. Install the rear window shelf panel. Page 684 Steps 4-5 Page 54 Accessory Delay Module: Description and Operation RETAINED ACCESSORY POWER (RAP) DESCRIPTION AND OPERATION SERIAL DATA CONTROL OF RETAINED ACCESSORY POWER (RAP) The modules receive the power mode message from the body control module (BCM) over the serial data circuits, indicating when the retained accessory power (RAP) power mode is current. The BCM monitors the ignition switch position, battery condition and passenger compartment doors status to determine whether RAP should be initiated. The modules then support the operation of the systems under their control as required by their RAP power mode operation. RAP will end when one of the following conditions is met: The BCM receives an input indicating the opening of any compartment door. - The BCM internal timer for the RAP expires after approximately 10 minutes. - The BCM detects a decrease in battery capacity below a prescribed limit. - The Radio uses an exclusive RAP message that can not be circumvented by any door but the drives door. The BCM then sends a serial data power mode message ending the RAP function. The radio is the only module that is controlled by the serial data circuits. RELAY CONTROL OF RETAINED ACCESSORY POWER (RAP) The body control module (BCM) keeps the accessory relay energized during all power modes, except Off-Awake and Crank. The devices powered by the accessory relay during the retained accessory power (RAP) power mode are the sunroof and windows. Page 6090 C130 Engine Harness To Fuel Injector Harness Part 2 Page 2501 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the manifold absolute pressure (MAP) sensor harness connector. 2. Remove the upper air cleaner cover screws. 3. Remove the upper air cleaner cover. 4. Remove the air cleaner filter from the lower air cleaner housing. 5. Inspect the air cleaner filter for dust, dirt and water contamination. 6. Replace as necessary. INSTALLATION PROCEDURE 1. Install the air cleaner filter into the lower air cleaner housing. 2. Install the upper air cleaner cover to the lower air cleaner housing. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the air cleaner housing cover. Tighten Tighten the air cleaner cover screws to 5 N.m (44 lb in). 4. Connect the mass air flow (MAF) sensor harness connector. Page 264 Check - Vehicle. The Diagnostic System Check will provide the following information: ^ The identification of the control modules which command the system ^ The ability of the control modules to communicate through the serial data circuit ^ The identification of any stored diagnostic trouble codes (DTCs) and their status The use of the Diagnostic System Check will identify the correct procedure for diagnosing the system and where the procedure is located. Visual/Physical Inspection Perform the following visual inspections; ^ Inspect for aftermarket devices which could affect the operation of the Radio/Audio System. Refer to Checking Aftermarket Accessories in SI. ^ Inspect the easily accessible and visible system components for obvious damage or conditions which could cause the symptom. Intermittent Conditions Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections in SI. Symptom List Page 931 Ambient Air Temperature Sensor Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 1733 Tighten Tighten the nut to 60 N.m (44 lb ft). 9. Install the compressor hose to the condenser. 10. Install the liquid line and compressor hose bolt to the condenser. Tighten Tighten the bolt to 20 N.m (15 lb ft). IMPORTANT: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 11. Install the right radiator air deflector. 12. Install the right radiator air deflector retainers. 13. Install the right front fender liner. 14. Lower the vehicle. 15. Install the air cleaner intake duct to the air cleaner assembly. 16. Install new O-rings. 17. Install the compressor hose to the suction line. 18. Install the compressor hose and suction line connector. Page 7382 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 4621 Note Only on 4T65E, the second magnet (left) should be attached to the transmission filter. If the magnet is attached in any other location, it may cause interference (refer to graphic above). 4L60 Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Capacity Specifications Refrigerant: Capacity Specifications Air Conditioning Refrigerant ................................................................................................................ ....................................................... 0.5 kg (1.1 lbs.) A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Seals and Gaskets: All Technical Service Bulletins A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Bulletin No.: 04-07-30-023 Date: May 12, 2004 INFORMATION Subject: Oil Pump Assembly Seal and Transmission Case Change Models: 2002-2004 Cars and Light Duty Trucks with 4L60-E or 4L65-E Automatic Transmissions (RPOs M30, M32 or M33) An improved oil pump to case seal design has been made to the 4L60-E/4L65-E transmission. The new design affects the oil pump, the oil pump seal, the transmission pan bolts and the transmission case. The complete design was implemented in three phases. The first phase, beginning in September 2002, relocated the machining of the oil pump 0-ring seal groove in the pump body. The 0-ring seal groove moved 1.6 mm (0.62 in) inward on the pump body in order to place the sealing surface deeper into the case bore. The relocated pump body groove can be identified by measuring the groove location. Pump bodies that measure 2.3 mm (0.09 in) from the machined surface to the groove opening have the relocated 0-ring seal groove. Pump bodies that measure 3.9 mm (0.15 in) are prior to September 2002 design. Page 4549 If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic Transmission Oil Cooler Flushing and Flow Test for the procedure. The notches above each sprag must point up as shown when assembled into the outer race. Bearing Assembly, Input Sun Gear Snap Ring, Overrun Clutch Hub Retaining Hub, Overrun Clutch Wear Plate, Sprag Assembly Retainer and Race Assembly, Sprag Forward Sprag Assembly Retainer Rings, Sprag Assembly Outer Race, Forward Clutch Washer, Thrust (Input Carrier to Race) The following information applies when this sprag is used in 1982-86 transmissions. The new design sprag can be used on models 1982 through 1986, by replacing the entire assembly (637 - 644). Individual components are NOT Page 2811 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Page 4752 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 661 Body Control Module - C2 Part 6 Page 7707 ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the driver/left outer trim cover to the instrument Panel (I/P). 5. Connect the seat belt pretensioner-LF connector. 6. Install the CPA to the seat belt pretensioner-LF connector. 7. Install the left/driver lower center pillar trim. Page 3676 Knock Sensor: Service and Repair KNOCK SENSOR (KS) REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Disconnect the knock sensor wiring harness electrical connector. 3. Remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the knock sensor. Tighten Tighten the knock sensors to 25 N.m (18 lb ft). 2. Connect the knock sensor wiring harness electrical connector. 3. Lower the vehicle. Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 8493 ^ For U.S. Saturn retailer claim submission, use Net Item code "M" and Case Type VW. Page 3092 Disclaimer Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: All Technical Service Bulletins Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 6743 parts or damage. Important The proper installation and positioning of the tilt teeth retainers into the upper steering column bracket, shown above, is critical to prevent steering column movement in the event of a collision. - Replace the steering column tilt wheel lever kit and/or tilt teeth retainer(s) as needed. Refer to Steering Column Tilt Wheel Release Lever Replacement (With Electric Power Steering) or Steering Column Tilt Wheel Release Lever Replacement (With Hydraulic Power Steering) in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 8270 switch lighting connector. 3.3. Undo the floor console's retaining bolts (C). 3.4. Take out the rear ashtray/cover (D). 3.5. Remove the screw (E) for the rear cover. 3.6. Remove the floor console's retaining nuts (E). 3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly. 3.8. If required, detach the switch for the rear seat heater and unplug the connector. 4. Remove the switch and the floor console: 4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the window lift module's connector. 4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console. 5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: 5.1. Unplug the SRS control module's connector (A). Page 4735 1. Install a new filter neck seal. A large socket can be used as an installation tool as shown. Two mallets can be used as well. 2. Coat the new filter O-ring seal with a small amount of petroleum jelly, and install the filter into the case. Notice: Push straight down on the center of the oil level control valve in order to prevent damage to the case bore. 3. Install the oil level control valve. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the oil pan gasket, the oil pan, and hand start the oil pan bolts. Tighten the oil pan bolts to 12 Nm (9 ft. lbs.). 5. Lower the vehicle. 6. Refill transaxle using DEXRON-III P/N 21019223 or equivalent oil to the specified refill capacity. ^ The bottom pan removal capacity is approximately 6.5 Liters (6.9 quarts). ^ The complete overhaul capacity is approximately 9 Liters (9.5 quarts). ^ The dry capacity is approximately 12.2 Liters (12.9 quarts). 7. Start the engine. Warm up the transaxle and check for leaks. 8. Check for proper fluid level. Oil Cooler Pipe Seals Replacement Oil Cooler Pipe Seals Replacement Tools Required ^ J 45201 Cooler Line Seal Remover ^ J 41239 Cooler Line Seal Remover/Installer Removal Procedure Page 7107 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 1001 Ambient Light Sensor: Diagrams Ambient Light Sensor (With RPO Code C60) Page 1198 3. Connect the H02S 2 electrical connector. 4. Lower the vehicle. Page 23 Accessory Delay Module: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 747 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 4 Page 6152 Application Label Part 3 Application Label Part 4 Electrical - Loss Of Steering Assist/DTC C0900 Ignition Coil Pack: All Technical Service Bulletins Electrical - Loss Of Steering Assist/DTC C0900 TECHNICAL Bulletin No.: 08-02-32-005A Date: June 07, 2010 Subject: Loss of Power Steering Assist, Power Steering Warning Message Displayed in DIC, IPC/Radio Displays Erratic, DTC C0900, B1325 Set (Replace Ignition Coil/Module Assembly and Add Ground Strap) Models: 2004-2007 Chevrolet Malibu, Malibu Maxx with 3.5L Engine (VINs 8, N - RPOs LX9, LZ4) Supercede: This bulletin is being revised to add the 2007 model year. Please discard Corporate Bulletin Number 08-02-32-005 (Section 02 - Steering). Condition Some customers may comment on a loss of power steering assist at high RPM (above 3500 RPM) and a power steering warning message displayed in the DIC. They may also comment some instrument/radio displays are erratic. Upon investigation, the technician may find DTC C0900 set. If the displays were erratic, then DTC B1325 will also be set. Cause This condition may occur when the system voltage exceeds 16 volts for one second for code C0900 and the system shuts down to protect it from over-voltage operation. If the voltage exceeds 18 volts for five seconds for code B1325, then other electronic systems protect themselves and shut down. It has been found that this voltage increase is caused by an interaction between the alternator and the ignition coil/module assembly. Correction Replace the ignition coil/module assembly and add ground strap following the procedure below. 1. Disconnect the ignition coil electrical connector. 2. Disconnect the left side spark plug wires from the ignition coil. 3. Disconnect the right side spark plug wires from the ignition coil. 4. Remove the four bolts attaching the ignition coil to its mounting bracket and remove the ignition coil. 5. Remove the ignition coil from the mounting bracket. 6. Loosen the two lower ignition coil mounting bracket nuts. 7. Remove the two upper ignition coil mounting bracket bolts and discard. 8. Install the ground strap (1), P/N 12581176, to the upper left side of the bracket as shown between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Prior to installing the ground strap, remove the captured nut and washers. They are not needed (simply pound them out with a hammer on a vise). Install the washer (2), P/N 02436162, to the upper right side of the bracket between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Tighten Tighten all the ignition coil bracket bolts and nuts to 25 Nm (15 lb ft). 9. Install the new ignition coil to the mounting bracket. Page 7078 Wheel Bearing: Service and Repair Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 5. Remove the stabilizer link bolt at the knuckle and position the stabilizer link out of the way in order to provide access to the wheel bearing/hub bolts. 6. Remove the 4 wheel bearing/hub assembly nuts. 7. Remove the wheel bearing/hub assembly from the knuckle. Installation Procedure 1. Install the wheel bearing/hub assembly to the knuckle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 wheel bearing/hub assembly nuts. ^ Tighten the nuts to 63 Nm (47 ft. lbs.). 3. Connect the stabilizer link bolt at the knuckle.. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. 5. Install the brake rotor. 6. Install the tire and wheel assembly. 7. Lower the vehicle. 8. Inspect the rear alignment. Page 7303 Recirculation Actuator Page 6319 Fuse Block - Rear C3 Part 2 Page 2428 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Page 5349 Instrument Panel Locations Lower Rear Of The Engine Page 6185 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Description and Operation Child Restraint: Description and Operation CHILD SEAT RESTRAINT SYSTEM CAUTION: A child in a rear-facing child restraint can be seriously injured if the right-front passengers air bag inflates. This is because the back of a rear-facing child restraint would be very close to the inflating air bag. NEVER use a rear-facing child restraint in this vehicle. If a forward-facing child restraint is suitable for your child, ALWAYS move the front passenger seat as far back as it will go and then install the child restraint. Be sure the child restraint position does not conflict with any additional requirements provided by the manufacture. For more information, refer to the vehicle owners manual and the instruction that came with the child restraint. The child seat may only be used in a forward facing seating location. The child seat should be installed and secured according to the manufacturers directions. If the child seat has a top strap, the seat will need to be anchored. Passengers should not be allowed to sit at locations where the seat belts are being used to secure the child seat. This seat belt system has an automatic locking feature, or cinch feature. The cinch feature is recommended for securing a child seat. The cinch feature is engaged by fully extending the seat belt from the retractor. Once engaged, the seat belt can retract, but cannot be extended again until the cinch feature is cancelled. The cinch feature is cancelled when the seat belt has fully retracted. If a child seat is to be used in the second seat position, a special dealer-installed anchor must be used in order to anchor the child seat top strap. (This only applies to the seats designed with the top strap provision and for the vehicles sold in Canada). In order to ensure the correct top strap angle, the child seat is only to be used at the seating position for which the top strap anchor is installed. Page 6436 C206 I/P Harness To Body Harness Part 2 Page 200 7.2. Remove the console (A). 7.3. Disconnect the connector (B) from the OnStar(R) control module. Important: Secure the cable harness to prevent the risk of scraping and rattling. 7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness again and secure with cable ties (D). 7.5. 5D: Assemble the right-hand cover for the luggage compartment floor. 8. Fit the ground cable on the battery's negative cable. Recall 04V190000: ABS Controller Defect/Reprogramming Electronic Brake Control Module: Recalls Recall 04V190000: ABS Controller Defect/Reprogramming Make / Models : Model/Build Years: Chevrolet / Malibu 2004 MANUFACTURER: General Motors Corp. NHTSA CAMPAIGN ID Number : 04V190000 Recall Date : APR 16, 2004 COMPONENT: Service Brakes, Hydraulic: Antilock: Control Unit/Module Potential Number Of Units Affected : 65439 SUMMARY: Some of these passenger vehicles have an electronic control unit (ECU) that may calculate a higher than actual vehicle speed because of an erratic rear-wheel speed sensor signal, and cause ABS activation where it is not needed or needed ABS activation to be extended during braking as the vehicle speed drops to about 3 MPH. CONSEQUENCE: Unexpected ABS activiation could increase stopping distance up to about 11 feet dpending on the grade of the road, increasing the risk of a crash. REMEDY: Dealers will reprogram the ABS controller. Owner notification began on June 16, 2004. Owners should contact Chevrolet at 1-800-630-2438. NOTES: GM Recall NO. 04030. Customers can also contact The National Highway Traffic Safety Administrations Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236). Page 2392 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Page 710 Powertrain Control Module (PCM) C3 Part 4 Page 8227 Vehicles Built with Upgradeable OnStar(R) System Analog Modules Note: Page 640 Body Control Module (BCM) C2 Part 6 Page 3871 Page 6089 C130 Engine Harness To Fuel Injector Harness Part 1 Page 6004 Fuse Block - Underhood C3 Part 4 TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 4879 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Specifications Page 1509 A vehicle pulls or leads in one direction during hard acceleration. A vehicle pulls or leads in the other direction during deceleration. The following factors may cause torque steer to be more apparent on a particular vehicle: ^ A slightly smaller diameter tire on the right front increases a right torque lead. Inspect the front tires for differences in the brand, the construction, or the size. If the tires appear to be similar, change the front tires from side-to-side and retest the vehicle. Tire and wheel assemblies have the most significant effect on torque steer correction. ^ A large difference in the right and left front tire pressure ^ Left-to-right differences in the front view axle angle may cause significant steering pull in a vehicle. The pull will be to the side with the most downward sloping axle from the differential to the wheels. Axles typically slope downward from the differential. The slope of the transaxle pan to level ground may be used as an indication of bias axle angles. The side with the higher transaxle pan (shown on the left side of the illustration) has the most downward sloping axle angle. Memory Steer Description Memory steer is when the vehicle wants to lead or pull in the direction the driver previously turned the vehicle. Additionally, after turning in the opposite direction, the vehicle will want to lead or pull in that direction. Wander Description Wander is the undesired drifting or deviation of a vehicle to either side from a straight path with hand pressure on the steering wheel. Wander is a symptom of the vehicle's sensitivity to external disturbances, such as road crown and crosswind, and accentuated by poor on-center steering feel. Scrub Radius Description Ideally, the scrub radius is as small as possible. Normally, the SAI angle and the centerline of the tire and the wheel intersect below the road surface, causing a positive scrub radius. With struts, the SAI angle is much larger than the long arm/short arm type of suspension. This allows the SAI angle to intersect the camber angle above the road surface, forming a negative scrub radius. The smaller the scrub radius, the better the directional stability. Installing aftermarket wheels that have additional offset will dramatically increase the scrub radius. The newly installed wheels may cause the centerline of the tires to move further away from the spindle. This will increase the scrub radius. A large amount of scrub radius can cause severe shimmy after hitting a bump. Four-wheel drive vehicles with large tires use a steering damper to compensate for an increased scrub radius. Scrub radius is not directly measurable by the conventional methods. Scrub radius is projected geometrically by engineers during the design phase of the suspension. Page 6530 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 6475 Application Table Part 2 Page 5399 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Locations Intake Air Temperature (IAT) Sensor: Locations Top Right Front Of Engine Page 1492 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Page 2922 Ignition Control Module: Description and Operation IGNITION CONTROL MODULE (ICM)/COILS There are 3 dual-tower ignition coils that are part of the ignition control module (ICM). The ICM contains coil driver circuits that command the coils to operate. The ICM has the following circuits: - An ignition voltage circuit - A ground circuit - An IC 1 control circuit for the 1-4 ignition coil - An IC 2 control circuit for the 2-5 ignition coil - An IC 3 control circuit for the 3-6 ignition coil - A low reference circuit The PCM controls each dual-tower ignition coil by transmitting timing pulses on the IC control circuit to the ICM for the proper coil to enable a spark event. The spark plugs are connected to each coil tower by spark plug wires. The spark plug wires conduct the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency. Page 7013 Front Subframe: Service and Repair Frame Replacement (W/L61) Frame Replacement (W/L61) Removal Procedure 1. Support the radiator and condenser by looping a rope around each of the two tabs of the condenser and tie the rope around the upper tie bar. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the front wheels. 4. Remove the engine splash shield. 5. Disconnect the lower radiator support bracket to frame bolts and disengage the alignment feature. 6. Disconnect the stabilizer link from the stabilizer shaft. 7. Disconnect the outer tie rods (3) from the steering knuckles (6). Page 4589 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer Page 3591 Powertrain Control Module (PCM) C2 Part 2 Page 93 4.1. Unplug the SRS control module's connector (A). 4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D). 4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 4.4. Fit the connecting rail and end face. 4.5. Plug in the connector (A) and secure the cables with cable ties (B). 5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6. M03: Replace the optic cable on the right-hand side Page 4510 ^ Remove only the twenty-two bolts shown bolded in the illustration in order to remove the channel plate assembly from the transaxle case. 8. Only remove the twenty-two bolts shown bolded in the illustration above to remove the channel plate from the transaxle. 9. Remove the manual shift valve link from the manual valve. Note: The channel plate assembly is now held in place by two dowel pins and the oil pump shaft. Use caution when removing the channel plate from the case not to damage the channel plate or case when removing. 10. Remove the channel plate from the transaxle case. Note: The axle seal sleeve will not be reused. A new axle seal sleeve is required on reassembly or a leak may accrue. 11. Remove the snap ring (57) and pry the axle seal sleeve from the output shaft. 12. Remove the 5/8 inch drive link and sprockets. 13. Remove the snap ring (35) to separate the turbine shaft from the 5/8 inch drive sprocket. 14. Install the new 7/8 drive sprocket, P/N 24210128, on the turbine shaft with snap ring (35). Note: Page 5758 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 2288 Drive Belt: Service and Repair Drive Belt Replacement Removal Procedure 1. Remove the air cleaner assembly. 2. Remove the engine mount strut. 3. Rotate the drive belt tensioner counterclockwise to release the spring tension. 4. Remove the drive belt. Installation Procedure 1. Rotate the drive belt tensioner counterclockwise to release the spring tension. 2. Install the drive belt. 3. Install the engine mount strut. 4. Install the air cleaner assembly. Page 5089 Flex Plate: Service and Repair Engine Flywheel Replacement ^ Tools Required J 37096 Flywheel Holder Removal Procedure 1. Remove the automatic transaxle. 2. Use the J 37096 to secure the flywheel in order to prevent the crankshaft from rotating. 3. Loosen the 6 flywheel bolts. 4. Remove 5 of the 6 flywheel bolts leaving one bolt at the top of the crankshaft rotation. 5. Grip the flywheel and remove the remaining bolt. Do not drop the flywheel when removing the final bolt. 6. Remove the engine flywheel retainer and the flywheel. 7. Clean the engine flywheel bolt threads and bolt holes. Installation Procedure Page 5891 Starter Motor: Service and Repair STARTER MOTOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Raise vehicle. Refer to Vehicle Lifting. 3. Remove the flywheel inspection cover bolts. 4. Remove the flywheel inspection cover. 5. Remove the electrical connections from the starter motor. 6. Remove the starter motor mounting bolts. 7. Remove the starter motor. INSTALLATION PROCEDURE NOTE: Before installing the starter motor to the engine, tighten the nut next to the cap on the solenoid BAT terminal. If this terminal is not tight in the solenoid cap, the cap may be damaged during installation of electrical connections and cause the starter motor to fail later. Page 402 6. See wiring diagram shown above for details. 5. Replace the OnStar(R) Vehicle Communication Interface Module (VCIM) in the vehicle with the provided Digitally-Capable VCIM. Refer to the Communication Interface Module Replacement procedure in the Cellular Communication section of SI. This kit may include a new VCIM bracket. If it does, use this new bracket on the vehicle and discard the original bracket. The kit may also include a small wiring jumper cable. If it does, plug the wiring jumper cable into the connector on the VCIM and the other end to the corresponding vehicle wiring harness connector. ^ For 2001, 2002 and 2003 Chevrolet Impala and Monte Carlo, do not reinstall the black plastic OnStar(R) module cover onto the vehicle after the VCIM and module bracket have been installed. This black plastic cover will no longer fit on the vehicle. ^ The upgrade kit for 2002 Sevilles and DeVilles, and some 2003 Sevilles and DeVilles, will contain a large bracket. To install the new VCIM into this bracket you'll need to carefully line up the notch in the VCIM with the tab in the bracket. Locations Driver Seat Locations Lower Rear Of The Engine Page 5157 Automatic Transmission Shift Lock Control Diagrams Locations Page 8238 Test Description DTC U1001 and U1254 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. Once an identification number is learned by a module, it will monitor for that module's Node Alive message. Each module on the class 2 serial data circuit which is powered and performing functions that require detection of a communications malfunction is required to send a Node Alive message every 2 seconds. When no message is detected from a learned identification number for 5 seconds, a DTC U1XXX where XXX is equal to the 3-digit identification number is set. Page 4192 Page 1992 ^ Always inspect and adjust the pressure when the tires are cold. ^ Vehicles that have different pressures for the front and the rear need to be adjusted after tire rotation. Improper tire inflation may result in any or all of the following conditions: ^ Premature tire wear ^ Harsh ride ^ Excessive road noise ^ Poor handling ^ Reduced fuel economy ^ Low Tire Pressure Monitor (TPM) Light ON ^ Low Tire Pressure Message on the Drivers Information Center (DIC) Disclaimer Page 3214 Body Control Module - C1 Part 5 Page 7858 5. Install the LH door trim panel (2). 6. Connect the roof rail module-left connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-left connector. 8. Install the garnish molding to the upper lock pillar. 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. Page 3203 Body Control Module (BCM) C3 Part 3 Page 5255 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 8365 Conditions for Running the DTC Ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTC The VCIM does not detect the presence of a cellular antenna for more than 1 second. Action Taken When the DTC Sets The vehicle is unable to connect to the OnStar(R) Call Center. The OnStar(R) status LED turns red. Conditions for Clearing the DTC The VCIM detects the presence of a cellular antenna. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Perform a visual inspection as shown above in order to verify that the cellular antenna and the cellular antenna coupling assembly are not damaged. If any components are damaged replace the assembly. DTC B2476 or B2482 DTC Descriptors Page 8172 Claim Information - GM, Saturn Canada and Saab Canada Only Claim Information - Saturn US Only Customer Reimbursement Claims - Special Attention Required Customer reimbursement claims must have entered into the "technician comments" field the CSO # (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any deductibles and taxes paid by the customer. Claim Information - Saab US Only Page 665 Body Control Module - C3 Part 4 Page 6847 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 3560 Location View Location View Page 638 Body Control Module (BCM) C2 Part 4 Page 883 Rear Of Vehicle Page 3295 Engine Control Module: Diagrams Powertrain Control Module (PCM) C2 Powertrain Control Module (PCM) C2 Part 1 Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 2352 Lower Left Front Of Engine Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 3445 Top Rear Of Engine Page 1897 Fuse Block - Underhood C3 Part 1 Page 3327 Fuel Level Sensor: Service and Repair Fuel Level Sensor Replacement (Malibu Sedan) FUEL LEVEL SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Page 368 Page 1515 Alignment: Service and Repair Measuring Wheel Alignment Measuring Wheel Alignment Steering and vibration complaints are not always the result of improper alignment. One possible cause is wheel and tire imbalance. Another possibility is tire lead due to worn or improperly manufactured tires. Lead is the vehicle deviation from a straight path on a level road without pressure on the steering wheel. Before performing any adjustment affecting wheel alignment, perform the following inspections and adjustments in order to ensure correct alignment readings: ^ Inspect the tires for the proper inflation and irregular tire wear. ^ Inspect the runout of the wheels and the tires. ^ Inspect the wheel bearings for backlash and excessive play. ^ Inspect the ball joints and tie rod ends for looseness or wear. ^ Inspect the control arms and stabilizer shaft for looseness or wear. ^ Inspect the steering gear for looseness at the frame. ^ Inspect the struts/shock absorbers for wear, leaks, and any noticeable noises. ^ Inspect the vehicle trim height. ^ Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. ^ Inspect the fuel level. The fuel tank should be full or the vehicle should have a compensating load added. Give consideration to excess loads, such as tool boxes, sample cases, etc. If normally carried in the vehicle, these items should remain in the vehicle during alignment adjustments. Give consideration also to the condition of the equipment being used for the alignment. Follow the equipment manufacturer instructions. Satisfactory vehicle operation may occur over a wide range of alignment settings. However, if the setting exceeds the service allowable specifications, correct the alignment to the service preferred specifications. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer instructions. 2. Bounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. Important: When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front alignment angles. 4. Adjust alignment angles to vehicle specification, if necessary. Page 4200 Page 4072 For vehicles repaired under warranty, use the table. Disclaimer Page 321 For vehicles repaired under warranty, use the table. Disclaimer Page 2280 Drive Belt: Testing and Inspection Drive Belt Excessive Wear Drive Belt Excessive Wear Diagnosis Test 1-6 Diagnostic Aids Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application. Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off. Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mix-positioning the drive belt by one groove on a pulley. 3. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt should not come in contact with an engine or a body component when snapping the throttle Specifications Compression Check: Specifications The lowest reading should not be less than 70 percent of the highest reading. No cylinder reading should be less than 689 kPa (100 psi) Page 6672 9. Remove the trailing arm to knuckle bolts. 10. Remove the stabilizer shaft link to knuckle bolt. 11. Remove the knuckle from the vehicle. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the trailing arm to knuckle bolts. ^ Tighten the bolts to 180 Nm (133 ft. lbs.). Page 7959 Seat Belt Tensioner: Service and Repair Pretensioner Handling and Scrapping PRETENSIONER HANDLING AND SCRAPPING CAUTION: When carrying an undeployed inflatable restraint seat belt retractor pretensioner: - Do not carry the seat belt pretensioner by the seat belt webbing or pigtail connector, if equipped. - Carry the seat belt pretensioner by the housing, keeping hands and fingers away from the seat belt webbing. - Make sure the opening, from which the seat belt webbing extends, faces downward and the seat belt webbing hangs freely. Failure to observe these guidelines may result in personal injury. Scrapping Procedure During the course of a vehicle's useful life, certain situations may arise which will require the disposal of a live and undeployed seat belt pretensioner. Do not dispose of a live and undeployed seat belt pretensioner through normal disposal channels until the seat belt pretensioner has been deployed. The following information covers the proper procedures for disposing of a live and undeployed seat belt pretensioner. Do not deploy the seat belt pretensioner in the following situations: After replacement of a seat belt pretensioner under warranty. The seat belt pretensioner may need to be returned undeployed to the manufacturer. - If the vehicle is the subject of a Product Liability report, GM1241, related to the SIR system or the seat belt system. If the vehicle is subject to the Product Liability report, do not alter the SIR or seat belt system in any manner. - If the vehicle is involved in a campaign affecting the seat belt pretensioners. Follow the instructions in the Campaign Service Bulletin for proper SIR handling procedures. Page 3366 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6431 C109 Forward Lamp Harness To Left Headlamp Harness Page 2869 Steps 1-3 Page 160 DTC B2483: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2484: Global Positioning System (GPS) Antenna Malfunction Open Circuit Conditions for Running the DTCs The ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTCs B2462 02: The CIM detects a short to ground on the navigation antenna signal circuit. B2462 04: The CIM detects an open/high resistance on the navigation antenna signal circuit. B2483: The CIM detects a short to ground on the navigation antenna signal circuit. B2484: The CIM detects an open/high resistance on the navigation antenna signal circuit. Action Taken When the DTCs Set The OnStar(R) status LED turns red. The OnStar(R) Call Center cannot locate the vehicle. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 50 consecutive malfunction-free ignition cycles have occurred. Circuit/System Testing Turn OFF the ignition. 1. Disconnect the navigation antenna coax cable from the VCIM. 2. Ignition ON, test for 4.5-5.5 volts between the VCIM coax cable center conductor terminal at the VCIM and ground. ^ If not within the specified range, replace the VCIM. Refer to the appropriate vehicle in SI. 3. Reconnect the coax cable to the VCIM. 4. Disconnect the coax cable from the navigation antenna. 5. Test for 4.55.5 volts between the coax cable center conductor and the outer shield. ^ If not within the specified range, replace the coax cable. 6. If all circuits test normal, replace the navigation antenna. Refer to the appropriate vehicle in SI. DTC B2470 DTC Descriptor DTC B2470 04: Cellular Phone Antenna Circuit Malfunction Open Circuit Circuit/System Description The cellular antenna is connected to the vehicle communication interface module (VCIM) with an RG-58 coax cable. The VCIM collects the data from the cellular antenna once every second. Page 5121 Heated Seat Control Module - Driver Seat Heater Control Module: Diagrams Heated Seat Control Module - Driver Heated Seat Control Module - Driver, C1 (With RPO Code KA1) Fuse Block - Underhood Fuse: Application and ID Fuse Block - Underhood Location View Application Table Part 1 Page 5780 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 2518 Spark Plug: Testing and Inspection SPARK PLUG INSPECTION SPARK PLUG USAGE - Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. - Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling - colder plug - Pre-ignition causing spark plug and/or engine damage - hotter plug SPARK PLUG INSPECTION - Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. - Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. Page 5909 Page 1339 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 3360 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 594 For vehicles repairs under warranty, use the table. Disclaimer Page 4221 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 2833 Body Control Module (BCM) C4 Part 3 A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Seals and Gaskets: All Technical Service Bulletins A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Bulletin No.: 04-07-30-023 Date: May 12, 2004 INFORMATION Subject: Oil Pump Assembly Seal and Transmission Case Change Models: 2002-2004 Cars and Light Duty Trucks with 4L60-E or 4L65-E Automatic Transmissions (RPOs M30, M32 or M33) An improved oil pump to case seal design has been made to the 4L60-E/4L65-E transmission. The new design affects the oil pump, the oil pump seal, the transmission pan bolts and the transmission case. The complete design was implemented in three phases. The first phase, beginning in September 2002, relocated the machining of the oil pump 0-ring seal groove in the pump body. The 0-ring seal groove moved 1.6 mm (0.62 in) inward on the pump body in order to place the sealing surface deeper into the case bore. The relocated pump body groove can be identified by measuring the groove location. Pump bodies that measure 2.3 mm (0.09 in) from the machined surface to the groove opening have the relocated 0-ring seal groove. Pump bodies that measure 3.9 mm (0.15 in) are prior to September 2002 design. Page 6987 7. Wipe off any excessive grease on the intermediate shaft to avoid damage from drips on the carpet. 8. Install the instrument panel insulator panel - left side. 9. Verify that the noise is no longer present. Condition 2 There may be interference between the clamp and the steering gear input shaft. The clamp is beveled and if forced down on the input shaft too hard, it may cause a loose fit with the intermediate shaft to input shaft joint. Correction 2 To correct this condition, perform the following steps: 1. Remove the intermediate shaft pinch bolt at the steering gear end. 2. Install a new bolt, GM P/N 07845238, but do not tighten the bolt at this time. 3. Pry the clamp up using a pry bar to position the bolt into the upper part of the groove as shown above. This will position the clamp off the bevel. 4. While keeping the clamp in the upper position, tighten the bolt. Tighten Tighten the bolt to 49 Nm (36 lb ft). 5. Verify that the clunk noise is no longer present. Condition 3 Important This condition ONLY applies to 2004-2007 Chevrolet Malibu/Maxx and 2005-2007 Pontiac G6. Some customers may comment on a knocking or rattling type noise from the front of the vehicle when driven at low speeds and over bumps. The noise only occurs when the steering wheel is in the straight ahead position and sounds like the noise is in the left suspension of the vehicle or directly in front of the driver. Correction 3 1. Ensure the noise is not caused by Condition # 1. 2. Determine the source of the noise. Install the chassis ears at the following locations: - sway bar link - one side at a time - upper strut mount - one side at a time - steering gear near the pinion area - base of the steering column housing - radiator surge tank 3. If the noise is coming from the upper strut mount or sway bar link, replace as necessary and retest. 4. For 2004-2006 Chevrolet and Pontiac model year vehicles, the noise may be coming from the radiator surge tank area. (The 2007 model year vehicles use a different style radiator surge tank - refer to Step 9.) 5. If the noise is coming from the radiator surge tank, release the two retaining tabs holding the radiator surge tank and reposition the tank away from the attaching bracket and isolate with closed cell foam. 6. Cut three pieces of closed cell foam, P/N P46515 (or equivalent), into 25 mm (1 in) by 102 mm (4 in) pieces. 7. Cut two pieces of closed cell foam into 25 mm (1 in) by 6 mm (1/4 in) pieces. Page 6136 Application Label Part 3 Application Label Part 4 Page 45 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 6939 For vehicles repaired under warranty, use the table. Disclaimer Recall - Unwanted ABS Activation/ABS Warning Lamp ON Technical Service Bulletin # 04030A Date: 041210 Recall - Unwanted ABS Activation/ABS Warning Lamp ON Product Safety - Unwanted ABS Activation # 04030A - (Dec 10, 2004) Models: 2004 Chevrolet Malibu, Malibu Maxx Equipped with Anti-Lock Brakes (ABS) THIS BULLETIN IS BEING REVISED TO ADVISE DEALERS TO ORDER PARTS, IF NECESSARY, FROM GMSPO RATHER THAN THE PQC. THIS BULLETIN CANCELS AND REPLACES BULLETIN 04030, ISSUED JUNE 2004. PLEASE DISCARD ALL COPIES OF BULLETIN 04030. Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with anti-lock brake system (ABS). The ABS controller may calculate a higher than actual vehicle speed if there is an erratic rear-wheel speed sensor signal. This can cause ABS activation where it is not needed or cause needed ABS activation to be extended during braking as the vehicle speed drops to about 5 km/h (3 mph). A four wheel ABS activation could occur for a maximum of 1.25 seconds on a level surface or for up to 2.5 seconds if the vehicle is on a grade, resulting in increased stopping distances of up to 3.4 m (11.4 ft). If this condition occurs where stopping distance is limited, a crash could occur. Some customers may experience illumination of the ABS warning lamp on the instrument panel. That can occur when the system detects the erratic speed signals and it means that the ABS is disabled. The brake system will perform normally in non-ABS mode until the vehicle is restarted and the ABS lamp is off. Correction Dealers are to reprogram the ABS controller. Vehicles Involved Involved are certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with ABS and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs. [Not all vehicles within the above breakpoints may be involved.] For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. Dealers that have no involved vehicles currently assigned will not have a report available in GM DealerWorld. For Canada For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared, and is being furnished to involved dealers. Dealers that have no involved vehicles currently assigned, will not receive a report with the recall bulletin. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Electrical - Various Electrical Systems Malfunctions Body Control Module: Customer Interest Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 3632 Camshaft Position (CMP) Sensor Page 7016 14. Remove the rear frame to support brace bolts. 15. Remove the frame to body bolts. 16. Lower the cradle from the vehicle. 17. When replacing the frame, remove the following components: * Steering gear-Refer to Power Steering Gear Replacement in Power Steering System. * Stabilizer shaft-Refer to Stabilizer Shaft Replacement in Front Suspension. Page 3212 Body Control Module - C1 Part 3 Page 2642 Radiator: Service and Repair Radiator Replacement Radiator Replacement (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the coolant. 2. Remove the left headlamp. 3. Remove the right headlamp. 4. Loop a rope around each of the upper 2 tabs of the condenser and tie the rope around the upper tie bar. 5. Remove the upper radiator support bracket bolts. 6. Remove the upper radiator support brackets. Page 5491 Brake Rotor/Disc: Technical Service Bulletins Brakes - Rotor Lateral Runout Correction Information Bulletin No.: 01-05-23-001B Date: January 31, 2008 INFORMATION Subject: Brake Align(R) System for Brake Rotor Lateral Runout Correction Models: 2008 and Prior Passenger Cars Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-05-23-001A (Section 05 - Brakes). This bulletin is being issued to update General Motors position on correcting brake rotor lateral runout (Refer to Corporate Bulletin Number 00-05-22-002B for additional brake rotor service procedures). Certain conditions may apply to individual vehicles regarding specific repairs. Refer to those specific repairs in applicable service bulletins. Make sure other possible sources of brake pulsation, such as ABS pedal feedback, have been addressed before checking rotor runout. Anytime a new or refinished rotor is installed on a vehicle, the rotor must have .050 mm (.002 in) or less of lateral runout. This specification is important to prevent comebacks for brake pulsation. Until now, the only acceptable methods to correct brake rotor runout were to index or replace the rotor or to refinish the rotor using an on-vehicle brake lathe. GM has approved a new technology for the correction of lateral runout on new or refinished rotors. This new method is called Brake align(R)*. It will allow the technician to meet the .050 mm (.002 in) or less requirement for lateral runout by installing a specially selected, tapered correction plate between the rotor and the hub. The Brake Align(R) Correction system does NOT require the use of an on-vehicle brake lathe to correct for lateral runout. *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. The Brake Align(R) Starter Kit will include an ample supply of Correction Plates, in various correction sizes, that will cover most current GM passenger car applications. It will also include a Brake Align(R) tool kit containing a dial indicator and retaining washers along with other useful tools. Service Procedure Follow all the procedures referred to in Corporate Bulletin Number 00-05-22-002B. Dealers who have purchased the Brake Align(R) Starter Kit may use the following simplified runout correction procedure: The existing rotors must first be machined on an approved, well-maintained bench lathe to guarantee smooth, flat, and parallel surfaces. Should the rotors require replacement, please note that it is not necessary to machine new rotors. Make sure all the mating surfaces of the rotor and the hub are clean, using the J 42450-A wheel Hub Cleaning Kit. Mount the new or refinished rotor onto the vehicle hub using the retaining washers provided in the kit. Do not reinstall the caliper or wheel at this time. Tighten all the wheel nuts to the proper specification, using J 39544 Torque Socket or the equivalent. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor friction surface approximately 12.7 mm (1/2 in) from the rotors outer edge. Rotate the rotor and observe the total lateral runout. Index the rotor on the hub to achieve the lowest amount of lateral runout. This will require removal and reassembly of the rotor until the lowest total lateral runout reading is obtained. If this reading is .050 mm (.002 in) or less, the assembled rotor is within specification. The brake system may be reassembled. If total lateral runout is greater than .050 mm (.002 in), proceed with determining the correct Brake Align(R) Correction as follows: Rotate the rotor to locate the lowest dial indicator reading and set the dial to zero. Rotate the rotor to determine and locate the highest amount of lateral runout. Page 2824 Body Control Module (BCM) C2 Part 4 Page 3001 Heated Oxyged Sensor (HO2S) Bank 1 Sensor 2 Page 2655 5. Install the lower radiator air deflector retainers. 6. Lower the vehicle. 7. Remove the rope attached to the condenser and upper tie bar. 8. Install the upper radiator support brackets. Important: Do not allow the upper bracket to twist when tightening the screw or vibration may result. 9. Install the upper radiator bracket bolts. ^ Tighten the bolts to 10 Nm (7 ft. lbs.). 10. Install the right headlamp. 11. Install the left headlamp. Service and Repair Parking Brake Cable: Service and Repair Park Brake Cable Replacement- Rear Caution: Refer to Brake Dust Caution in Service Precautions. Removal Procedure 1. Ensure that the park brake pedal is in the fully released position. 2. Remove the floor console. 3. Remove the rear carpet. 4. Remove the right rear park brake cable (1) or the left rear park brake cable (2) from the console park brake bracket (5) and the front park brake cable equalizer (6). 5. Raise and support the vehicle. 6. Remove the plastic retainer clips (1) from the body. 7. Remove the tire and wheel assembly. Page 4290 Page 3282 Throttle Actuator Control (TAC) Module Part 2 Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 6112 C413 Fuel Sender Harness To Body Harness Part 2 Page 1059 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 4803 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transaxle case side cover. 2. Remove the TFP switch assembly bolts. 3. Remove the TFP switch assembly from the control valve body assembly. The TFP switch O-rings are reusable if not damaged and should remain with the switch assembly. Installation Procedure 1. Inspect the TFP switch assembly in order to verify the condition and correct location of the pressure switch O-rings. If necessary, replace the O-rings. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the TFP switch assembly onto the control valve body assembly and install the bolts. Tighten the control valve body bolts to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Start the engine, warm up the transaxle and check for leaks. 5. Inspect for proper fluid level. Page 1635 Drive Belt: Testing and Inspection Drive Belt Chirping Drive Belt Chirping Diagnosis Test 1-10 Drive Belt Excessive Wear Drive Belt Excessive Wear Diagnosis Test 1-6 Diagnostic Aids Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application. Locations Coolant Level Sensor: Locations Left Rear Of Engine Compartment Page 7810 Right Rear Of Passenger Compartment Filler Tube Replacement (Malibu MAXX) Fuel Filler Hose: Service and Repair Filler Tube Replacement (Malibu MAXX) FILLER TUBE REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE NOTE: Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and other contaminants from entering the open pipes and passages. IMPORTANT: Always maintain cleanliness when servicing fuel system components. 1. Remove the fuel fill cap. 2. Drain the fuel tank. Refer to Fuel Tank Draining Procedure. 3. Remove the fuel filler pipe bolt from the fuel fill pocket. 4. Raise the vehicle. Refer to Vehicle Lifting. 5. Remove the fuel filler pipe attaching screw from the underbody. 6. Loosen the fuel filler hose clamp at the fuel tank. 7. Remove the fuel filler hose from the fuel tank. 8. Remove the fuel filler pipe assembly. Instruments - Backlighting Inoperative During Daylight Interior Lighting Module: All Technical Service Bulletins Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 2675 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. 2. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 3. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. 1. Coat the threads with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Fill the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. Page 1321 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 1660 Disclaimer Page 3879 Fuel Pressure Release: Service and Repair Fuel Pressure Relief Procedure FUEL PRESSURE RELIEF PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Loosen the fuel filler cap in order to relieve the tank pressure. Do not tighten at this time. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Disconnect the fuel pump electrical connector. 4. Lower the vehicle. 5. Start and run the engine until the fuel supply remaining in the fuel pipes is consumed. Engage the starter for 3.0 seconds in order to assure relief of any remaining pressure. 6. Raise the vehicle. 7. Connect the fuel pump electrical connector. 8. Lower the vehicle. 9. Disconnect the negative battery cable in order to avoid possible fuel discharge if an accidental attempt is made to start the engine. Page 2713 Exhaust Manifold: Service and Repair Exhaust Manifold Replacement - Right Exhaust Manifold Replacement- Right ^ Tools Required J 39194-B Heated Oxygen Sensor Socket Removal Procedure 1. Remove the accessory drive belt. 2. Remove the generator. Pressure, Vacuum and Temperature Specifications Engine Oil: Pressure, Vacuum and Temperature Specifications Oil Pressure - 1850 RPM ..................................................................................................................... .......................................................... 414 kPa 60 PSI Page 6447 C304 Body Harness To LF Pretensioner Jumper Harness Page 8208 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Page 4234 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 8235 ^ SP303 The following modules, components, and splice pack are connected to the star portion of the class 2 serial data circuit: ^ SP300 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Memory seat module (MSM) ^ Left rear door module (LRDM) AND ^ SP303 ^ Antenna module ^ Front passenger door module (FPDM) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ Vehicle communication interface module (VCIM). Refer to Data Communication Schematics and Data Link Communications Description and Operation in SI. Part 2 Conditions for Running the DTC Voltage supplied to the module is in the normal operating voltage range of 9 - 16 volts. DTCs B1327, B1328, U1300, U1301, U1305 are not set as current. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A message containing a critical operating parameter has not been received within the last 5 seconds after establishing class 2 serial data communication. Action Taken When the DTC Sets The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When a malfunction such as an open fuse to a module occurs while modules are communicating, a DTC U1001-1254 Loss of XXX Communications is set current. When the modules stop communicating the current DTC U1001-1254 Loss of XXX Communications is cleared but the history DTC remains. When the modules begin to communicate again, the module with the open fuse will not be learned by the other modules so U1000 or U1255 is set current by the other modules. If the malfunction occurs when the modules are not communicating, only U1000 or U1255 is set. Page 7179 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 3201 Body Control Module (BCM) C3 Part 1 Page 6241 Page 5836 Left Rear Of Engine TPMS System - Service And Re-Learning Sensor IDs Tires: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 1668 10. Remove the oil level control valve. 11. Remove the oil filter and oil filter O-ring seal. The seal may stay in case when filter is removed. Important: Do not score or damage the transaxle case when removing the filter neck seal. 12. Using a chisel, indent the top of the filter neck seal to relax the press fit. 13. Remove the filter neck seal from the transaxle case and discard. 14. Remove all traces of the old gasket material. 15. Clean the transaxle case and oil pan gasket surfaces with solvent, and allow to air dry. Installation Procedure Notice: Use petroleum jelly when lubricating the components. Greases other than petroleum jelly will change the transaxle fluid characteristics and will cause undesirable shift conditions or filter clogging. Page 2047 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 672 Application Table Part 2 Page 749 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 2 Page 830 1. Install the switch to the bezel. 2. Connect the electrical connector to the door lock switch. 3. Install the door handle bezel to the door trim. 4. Install the door trim panel. Page 4315 Page 5709 1. Install the ignition lock cylinder. 2. Install the knee bolster. Page 5981 Fuse Block - Rear C1 Part 5 Description and Operation Fuel Level Sensor: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the Class II circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Description and Operation Evaporative System Service Port: Description and Operation EVAP SERVICE PORT The evaporative emission (EVAP) service port is located in the EVAP purge pipe between the EVAP purge solenoid valve and the EVAP canister. The service port is identified by a green colored cap. Interior - Rattle/Buzz From Instrument Panel Heater Hose: Customer Interest Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Page 5862 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 3528 Body Control Module (BCM) C3 Part 1 Page 5916 Page 8234 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Front passenger door module (FPDM) ^ Left rear door module (LRDM) ^ Memory seat module (MSM) ^ Radio antenna module (listed as remote function actuation in scan tool display) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ TV antenna module ^ Vehicle communication interface module (VCIM) The star has 4 splice packs: ^ SP200 located in the left side of the instrument panel, near the steering column , taped to the instrument panel harness ^ SP201 located in the center of the instrument panel, near the radio ^ SP300 located in the left side middle of the passenger compartment, taped to the body harness, near the carpet seam ^ SP303 located in the right rear of the passenger compartment, taped to the body harness, approximately 24 cm (9.5 in) from the fuse block - right rear. Refer to Data Communication Schematics in SI. The following modules, components, and splice packs are connected to the ring portion of the class 2 serial data circuit: ^ Dash integration module (DIM) ^ Electronic brake control module (EBCM) ^ Engine control module (ECM) ^ Inflatable restraint sensing and diagnostic module (SDM) ^ Instrument panel cluster (IPC) ^ HVAC control module ^ Radio ^ Rear integration module (RIM) ^ Vehicle communication interface module (VCIM) OR ^ Communication interface module (CIM) ^ SP200 ^ SP201 ^ SP300 Page 5769 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 1 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 1 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 1 SENSOR 1 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 1 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust manifold. 1. Disconnect the heated oxygen sensor (HO2S) 1 electrical connector. 2. Use the J 39194-B to remove the HO2S 1. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 1 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before the reinstallation. 1. Coat the threads of the HO2S 1 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. Diagram Information and Instructions Brake Switch - TCC: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 5838 5. Remove the transaxle range switch bolts and remove the switch. Installation Procedure (Old Switch) 1. Make sure the transaxle manual shaft is in the Neutral position. 2. Align the flats on the transaxle shift shaft with the flats on the transaxle range switch and install the switch. 3. Loosely install the transaxle range switch bolts. 4. Insert the J 41545 as shown and rotate the switch until the tool drops onto position. Notice: Refer to Fastener Notice in Service Precautions. 5. Tighten the transaxle range switch bolts. Tighten the range switch bolts to 20 Nm (15 ft. lbs.). 6. Remove the alignment tool. Page 7575 5. Install the liquid line and compressor hose to the condenser. NOTE: Refer to Fastener Notice in Service Precautions. 6. Install the liquid line and compressor hose bolt to the condenser. Tighten Tighten the bolt to 20 N.m (15 lb ft). 7. Install the liquid line to the rail clip. IMPORTANT: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 8. Install the right radiator air deflector. 9. Install the right radiator air deflector retainers. 10. Install the right front fender liner. 11. Lower the vehicle. A/T Control - DTC P0756 Diagnostic Tips Channel Plate: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Page 6819 Steering Gear: Service and Repair Rack and Pinion Boot Rack and Pinion Boot Replacement - On Vehicle ^ Tools Required J 22610 Keystone Clamp Pliers Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel. 3. Remove the front wheel. 4. Remove the outer tie rod end. 5. Remove the outer to inner tie rod jam nut and discard. 6. Remove the outer steering gear boot spring clamp. 7. Using cutters, cut the inner steering gear boot clamp, remove and discard. 8. Disengage the steering gear boot from the steering gear and remove over the inner tie rod. 9. Inspect the sealing surfaces and threaded shaft portion of the steering gear and inner tie rod. The surfaces must be clean and free of debris. Installation Procedure Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview DIAGNOSTIC STARTING POINT - COMPUTER/INTEGRATING SYSTEMS Begin the system diagnosis with Diagnostic System Check - Vehicle in Vehicle DTC Information. The Diagnostic System Check - Vehicle will provide the following information: - The identification of the control modules which are not communicating. - The identification of any stored diagnostic trouble codes (DTCs) and their status. The use of the Diagnostic System Check - Vehicle will identify the correct procedures to begin vehicle diagnosis. These must be performed before system DTC or symptom diagnosis. Page 7640 Ambient Air Temperature Sensor Page 209 6. See wiring diagram shown above for details. 5. Replace the OnStar(R) Vehicle Communication Interface Module (VCIM) in the vehicle with the provided Digitally-Capable VCIM. Refer to the Communication Interface Module Replacement procedure in the Cellular Communication section of SI. This kit may include a new VCIM bracket. If it does, use this new bracket on the vehicle and discard the original bracket. The kit may also include a small wiring jumper cable. If it does, plug the wiring jumper cable into the connector on the VCIM and the other end to the corresponding vehicle wiring harness connector. ^ For 2001, 2002 and 2003 Chevrolet Impala and Monte Carlo, do not reinstall the black plastic OnStar(R) module cover onto the vehicle after the VCIM and module bracket have been installed. This black plastic cover will no longer fit on the vehicle. ^ The upgrade kit for 2002 Sevilles and DeVilles, and some 2003 Sevilles and DeVilles, will contain a large bracket. To install the new VCIM into this bracket you'll need to carefully line up the notch in the VCIM with the tab in the bracket. Page 5126 Brake Switch - TCC: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Procedures Seat Heater Switch: Procedures HEATED SEAT SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the outer trim panel from the seat cushions. 2. Disconnect the wire harness from the switch. 3. Remove the heated seat switch from the trim panel. INSTALLATION PROCEDURE 1. Install the heated seat switch to the trim panel. 2. Connect the wire harness to the switch and route the harness through the V-retainer. 3. Install the outer trim panel to the seat cushions. Page 7004 9. Remove the exhaust crossover pipe. 10. Remove the lower control arms. 11. Remove the intermediate steering shaft to steering gear pinch bolt. 12. Disconnect the intermediate steering shaft from the steering gear. Note the alignment of the steering shaft to steering gear for installation. Page 8245 A current DTC clears when the condition for setting the DTC is no longer present. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Without RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 5. If all circuits test normal, test or replace the cellular microphone. Circuit/System Testing With RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the X4 harness connector at the navigation radio and the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. 5. If all circuits test normal, test or replace the cellular microphone. 6. Connect the X4 harness connector at the navigation radio. 7. With a scan tool, verify that DTC B2455 is not set as current in the navigation radio. ^ If DTC B2455 is set as current, replace the navigation radio. Refer to the appropriate vehicle in SI. DTC B2462, B2483, or B2484 Circuit/System Description The vehicle communication interface module (VCIM) receives information from a specific navigation antenna located on the outside of the vehicle. The navigation antenna is connected to the VCIM via a shielded coaxial cable. The antenna cable also provides a path for DC current for powering the antenna. DTC Descriptors DTC B2462 02: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2462 04: Global Positioning System (GPS) Antenna Malfunction Open Circuit Page 5416 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 4134 Knock Sensor (KS)2 Page 4093 Lower Left Front Of Engine Page 3729 3. Remove the 3 exhaust pipe nuts at the manifold. 4. Remove the nuts at the outlet of the catalytic converter to crossover pipe. 5. Inspect the exhaust pipe-to-exhaust manifold flange. Exhaust Pipe to Manifold Flange Warpage: ^ Service Limit: 0.7 mm (0.028 inch) max. ^ Standard: 0.7 mm (0.028 inch) max. Installation Procedure 1. Install a new gasket on the exhaust manifold studs. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the front exhaust pipe-to-manifold nut and bolts. ^ Tighten the exhaust pipe-to-manifold nut and bolts to 31 Nm (23 ft. lbs.). 3. Install the catalytic converter outlet gasket and fasten the outlet to crossover pipe with the nuts. ^ Tighten the catalytic convertor to crossover pipe nuts to 31 Nm (23 ft. lbs.). 4. Install HO2S 2 using the J39194-B. ^ Tighten the oxygen-sensor-to-exhaust manifold to 45 Nm (33 ft. lbs.). 5. Lower the vehicle to the ground, start the engine, and check for exhaust leaks. Page 1252 Inflatable Restraint Front End Sensor - Right Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 6538 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 4512 For vehicles repaired under warranty, use the table. Disclaimer Page 5111 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 1749 1. Install the radiator outlet hose clamps to the radiator outlet hose. 2. Install the radiator outlet hose to the radiator. 3. Reposition the radiator outlet hose clamp at the radiator using the J 38185. Important: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 4. Install the right radiator air deflector. 5. Install the right radiator air deflector retainers. 6. Install the right front fender liner. 7. Lower the vehicle. 8. Install the radiator outlet hose to the engine. 9. Reposition the radiator outlet hose clamp at the engine using the J38185. 10. Install the air cleaner intake duct. Page 4217 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 2574 Cooling Fan - Right. Page 5375 Page 8352 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Front passenger door module (FPDM) ^ Left rear door module (LRDM) ^ Memory seat module (MSM) ^ Radio antenna module (listed as remote function actuation in scan tool display) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ TV antenna module ^ Vehicle communication interface module (VCIM) The star has 4 splice packs: ^ SP200 located in the left side of the instrument panel, near the steering column , taped to the instrument panel harness ^ SP201 located in the center of the instrument panel, near the radio ^ SP300 located in the left side middle of the passenger compartment, taped to the body harness, near the carpet seam ^ SP303 located in the right rear of the passenger compartment, taped to the body harness, approximately 24 cm (9.5 in) from the fuse block - right rear. Refer to Data Communication Schematics in SI. The following modules, components, and splice packs are connected to the ring portion of the class 2 serial data circuit: ^ Dash integration module (DIM) ^ Electronic brake control module (EBCM) ^ Engine control module (ECM) ^ Inflatable restraint sensing and diagnostic module (SDM) ^ Instrument panel cluster (IPC) ^ HVAC control module ^ Radio ^ Rear integration module (RIM) ^ Vehicle communication interface module (VCIM) OR ^ Communication interface module (CIM) ^ SP200 ^ SP201 ^ SP300 Page 6845 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 1477 This bulletin is being issued to revise the Trim Height Specifications (for 2005) and the Wheel Alignment Specifications (for 2004 and 2005) in the Wheel Alignment sub-section of the Service Manual. Please replace the current information in the Service Manual with the information shown. The information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Disclaimer Page 7300 Recirculation Actuator Page 74 Page 1755 Brake Fluid: Fluid Type Specifications HYDRAULIC BRAKE SYSTEM Delco Supreme II Brake Fluid or equivalent DOT-3 brake fluid. Page 8522 DVD Player: Service and Repair DVD PLAYER REPLACEMENT REMOVAL PROCEDURE 1. Remove the console rear trim plate. 2. Remove the DVD screws. 3. Remove the DVD player. 4. Remove the DVD player wire harness connectors. INSTALLATION PROCEDURE 1. Install the DVD player wire harness connectors. 2. Install the DVD player. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the DVD screws. Tighten Tighten the screws to 1 N.m (10 lb in). 4. Install the console rear trim plate. Page 17 Page 5261 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Description and Operation Trunk / Liftgate Relay: Description and Operation REAR COMPARTMENT LID RELEASE The rear compartment lid can be released by operating the rear compartment lid release switch or pressing the rear compartment release button on the key fob. The gear selector may be in any position, but vehicle speed must equal 0 for the rear compartment lid to release. When the rear compartment lid release switch is pushed, the rear compartment lid release signal circuit to the body control module BCM is grounded. When the rear compartment lid release signal circuit is grounded, the BCM grounds the coil side of the trunk release relay through the trunk release relay control circuit. With ground applied to the coil side of the trunk release relay, voltage is applied to the rear compartment lid release actuator, opening the rear compartment. Page 6640 Alignment: Service and Repair Front Wheel Alignment Front Caster Adjustment The front caster is not adjustable. If the front caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. Replace any damaged suspension components as necessary. Front Camber Adjustment 1. Reach around the tire, using the appropriate extension and socket. 2. Loosen both strut to knuckle nuts just enough to allow for movement. 3. If the strut has not been modified previously, perform the following steps before continuing with the wheel alignment: 3.1. Disconnect the strut from the knuckle. 3.2. File the lower hole until the outer flange slot matches the inner flange slot. 3.3. Connect the strut to the knuckle. Page 6063 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 1 Page 1735 Hose/Line HVAC: Service and Repair Suction Hose Replacement SUCTION HOSE REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Insert 2 small screwdrivers into the 2 slots of the compressor hose and suction line connector and release locking tabs. 3. Remove the compressor hose and liquid line connector. 4. Remove the suction hose from the compressor hose. 5. Remove and discard the O-rings. 6. Remove the surge tank from the surge tank bracket. 7. Remove the suction hose and liquid line nut from the thermal expansion valve (TXV). 8. Remove the suction hose and liquid line from the TXV. 9. Remove the suction hose from the dash clip. 10. Remove the line clip from the dash. 11. Remove the refrigerant pressure sensor wire harness connector. Page 7502 Tighten Tighten the screws to 1.5 N.m (13 lb in). 8. Install the mode valve assembly. Install the mode valve assembly screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 9. Install the mode actuator. 10. Install the mode actuator screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 11. Install the air temperature actuator. Page 3436 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the MAP sensor electrical connector. 2. Remove the MAP sensor attaching screw. 3. Remove the MAP sensor and MAP sensor seal from the upper intake manifold. INSTALLATION PROCEDURE 1. Install the MAP sensor and MAP sensor seal into the upper intake manifold. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the MAP sensor attaching screw. Tighten Tighten the attaching screw to 6.5 N.m (5.7 lb in). 3. Connect the MAP sensor electrical connector. Page 370 Page 4763 Emissions - EVAP Damage Prevention On Vehicle Hoist Vehicle Lifting: Technical Service Bulletins Emissions - EVAP Damage Prevention On Vehicle Hoist INFORMATION Bulletin No.: 05-06-04-004E Date: May 29, 2009 Subject: Information to Avoid Damaging EVAP Canister and Setting DTCs P0442/P0455 When Hoisting Vehicle Models: 2004-2007 Chevrolet Malibu MAXX 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn AURA .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 05-06-04-004D (Section 06 Engine). .............................................................................................................................................................. .................................................................................. A review of warranty repair orders and parts returned to GM for analysis suggests that EVAP canisters are being damaged when the vehicle is being put up on a hoist for service. Incorrect placement of the hoist pads may cause a crack/leak in the EVAP canister plastic and eventually set one or both of the following DTCs: - DTC P0442 - small EVAP leak detected - DTC P0455 - large EVAP leak detected To avoid this situation, particularly when using the type of hoist where the arms swing in and the pick up pads swivel, be sure of the placement of the pick up pads. If the pick up pads are not positioned correctly to the underbody pick up areas, this type of damage may occur. Lifting Points (2008 Chevrolet Malibu Shown, Other Vehicles Similar) Lifting Pad Body Seam - DO NOT Lift Here EVAP Canister - DO NOT Lift Here For additional information and detail, refer to Lifting and Jacking the Vehicle in SI. Page 2972 Knock Sensor: Description and Operation KNOCK SENSOR (KS) SYSTEM DESCRIPTION PURPOSE The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. SENSOR DESCRIPTION This KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 2868 Steps 9-12 Power Mode Mismatch POWER MODE MISMATCH CIRCUIT DESCRIPTION Normal vehicle serial data communications and the control modules operations will not begin until the system power mode has been identified. Discrete wires from the ignition switch contacts are monitored by a module which acts as the power mode master (PMM) in order to determine the correct power mode. The module which is the PMM communicates the system power mode to all modules on the serial data lines. Refer to Body Control System Description and Operation to identify which module is the PMM and the applicable power mode look up table. TEST DESCRIPTION Page 6498 Relay Box: Service and Repair UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE Left Side Of Core Support 1. Remove the battery. 2. Remove the fasteners retaining the positive battery cable leads to the underhood electrical center, then reposition the cable lead away from the electrical center. 3. Remove the electrical center cover. 4. Remove all of the fuses and the relays. Page 4958 4. Inspect valve body bolt (379) for breakaway torque of 16 N.m (11 lb ft). ^ If valve body bolt (379) is found loose, replace the channel plate gaskets, P/N 24206391, and retighten the valve body. ^ If the valve body bolt is found not to be loose, continue with the next step. 5. For additional reverse diagnostic information, refer to Slips in Reverse or No Reverse SI Document ID # 54866. Parts Information Parts are currently available from GMSPO. Warranty Information Page 3432 Steps 11 - 14 Page 7509 9. Install the suction line to the dash clip. 10. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 11. Leak test the fittings using the J 39400-A. 12. Install the surge tank to the surge tank bracket. Page 6491 Application Table Part 2 Page 3833 Fuel: Technical Service Bulletins Fuel System - E85 Refueling Station Information Bulletin No.: 06-06-04-030 Date: May 15, 2006 INFORMATION Subject: Locations of E85 Refueling Stations and Expanded E85 Information Models: 2007 and Prior GM Cars and Trucks Equipped for Flexible Fuel (E85) Attention: U.S. dealers - This bulletin should be directed to the Sales Manager as well as the Service Manager. Copies of this bulletin may be given to customers purchasing or considering the purchase of E85 capable vehicles, and may be left or posted in customer waiting areas. Canadian dealers - This bulletin is intended for the U.S. Market and provides only limited information relevant to the Canadian market. Customer Questions, Concerns and Refueling Locations for E85 Fuel Extensive information on E85 Ethanol based fuels can be found at www.livegreengoyellow.com . This General Motors site contains vital information that anticipates and answers customer questions and concerns about E85 fuel. Part of the information is a useful link that provides the location nationally of all E85 refueling stations. Disclaimer Page 1090 Turn Signal/Multifunction Switch - C2 Part 2 Page 2408 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 515 Electronic Brake Control Module: Locations Left Rear Of Engine Compartment Page 4388 3. Clean the area around and below the cover. 4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 3857 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304). 2. Install the transmission side cover. Page 8374 2. Skip to the next step if the vehicle to be upgraded is not shown above. 3. Skip to the next step if the vehicle to be upgraded is not a 2005 Cadillac STS. The 2005 Cadillac STS kit may include a new inside rearview (ISRV) mirror assembly and a new ISRV mirror wiring cover. If the kit you receive includes these parts, please remove the existing ISRV mirror and wire cover from the vehicle and install the ones provided in the kit per the instructions in SI. 4. Skip this step if the vehicle to be upgraded is not listed below. ^ 2003-2004 Saturn L-Series ^ 2003 Saturn ION ^ 2002-2003 Saturn VUE 1. Locate and remove the Right Audio output signal terminal 7 from Connector C2 at the Vehicle Communication Interface Module (VCIM). 2. Remove the terminal end and strip the wire. 3. Locate the Left Audio output signal wire from terminal 1 in Connector C2. 4. Splice the Right Audio output signal wire from terminal 7 with the Left Audio output signal wire from terminal 1. 5. See Wiring Repairs in SI for approved splicing methods. Page 8495 Parts Information Page 1565 Disclaimer Page 1412 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Cooling System, A/C - Aluminum Heater Cores/Radiators Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Page 7314 5. Remove the recirculation door actuator screws. 6. Remove the recirculation door actuator. 7. Remove the recirculation door actuator wire harness connector. INSTALLATION PROCEDURE 1. Install the recirculation door actuator wire harness connector. 2. Install the recirculation door actuator. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the recirculation door actuator screws. Page 7221 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Exhaust Intermediate Pipe Replacement Exhaust Pipe: Service and Repair Exhaust Intermediate Pipe Replacement Intermediate Pipe Replacement Removal Procedure Notice: Do not over-flex or damage the flex decoupler joint when moving the flex decoupler joint from the normal mounting position. The flex decoupler joint will flex a maximum of six degrees which is equivalent to the pipes connected at the joint which move 1 inch for each foot length of pipe. A three foot pipe would move a maximum of three inches. Important: A service intermediate pipe will be needed when replacing the intermediate pipe on an originally equipped, welded system. 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Cut the intermediate pipe forward of the muffler using the service part as a template for making the cut (1). 3. Remove the intermediate pipe bolts at catalytic converter downpipe. Page 3760 Exhaust Gas Recirculation (EGR) Valve Page 6967 3.3. Verify the torque to 50 Nm (37 ft. lbs.). 4. Install the wheel bearing, brake rotor, brake caliper and front wheels. 5. Lower the vehicle. 6. Road test the vehicle in order to verify alignment. If a lead or pull is present refer to Measuring Wheel Alignment in Wheel Alignment. Page 5870 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 378 5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D). 5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 5.4. Fit the connecting rail and end face. 5.5. Plug in the connector (A) and secure the cables with cable ties (B). 6. Install the floor console over the handbrake. Do not press the console down into place, but instead allow it to fit loosely. 7. Install the switch: 7.1. Install the switch for the roof lighting (B) and plug in its connector. 7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the hole for each respective unit. Plug in the window lift module's connector and install the module (A). Electrical - Various Electrical Systems Malfunctions Body Control Module: All Technical Service Bulletins Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 3552 Body Control Module - C3 Part 4 Page 1909 Application Label Part 3 Application Label Part 4 Page 8489 ^ On 2002 Sevilles and DeVilles, the GPS jumper cable MUST be unclipped from the back seat cross brace, or unplugged from the VCIM first. DO NOT pull back on the mounting bracket until the GPS antenna jumper cable is unclipped from the back seat cross brace or unplugged from the VCIM. The short length of jumper cable does not allow the VCIM mounting bracket to be pulled back very far, and could lead to a break at the VCIM connector. ^ On 2000-2002 Bonnevilles and LeSabres and 2001-2002 Auroras you will need to follow these steps: 1. Remove the 4 nuts that secure the VCU/VIU bracket assembly to the rear seat back brace. Note: Save these nuts for later use. 2. Remove and discard the plastic VCU/VIU bracket assembly from the vehicle. 3. Remove the upper right stud (1) from the rear seat back brace and re-install in the middle lower slot (2) on the brace. Tighten the fastener to 4 Nm (36 lb in). 4. Position the new VCIM in the vehicle over the studs on the rear seat back brace. 5. Install two of the nuts saved from step (1). Tighten the nuts to 4 Nm (36 lb in). 6. Connect the new OnStar jumper harness supplied in the kit to the VCIM (two white connectors) and the body wiring harness (C345 connector). 7. Connect the small coaxial jumper cable supplied in the kit, to the VCIM, with the end that has a blue plastic housing connector. Plug the other end of this coaxial jumper cable to the OnStar Global Positioning Satellite (GPS) antenna coaxial cable at the right angle connector. Note: The GPS cable in the new OnStar jumper harness is not utilized. 8. Connect the cellular coaxial cable to the OnStar VCIM. On 2001 Impala and Monte Carlos you will need to follow these steps: 9. Remove the Vehicle Communications Unit (VCU) and Vehicle Interface Unit (VIU) following the procedures listed in SI. Save the bracket nuts for later use. Page 7806 Left Rear Of Passenger Compartment - Extended Sedan CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure CKP SYSTEM VARIATION LEARN PROCEDURE 1. Install a scan tool. 2. Monitor the powertrain control module (PCM) for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 3. Select the crankshaft position variation learn procedure with a scan tool. 4. The scan tool instructs you to perform the following: 4.1. Accelerate to wide open throttle (WOT). 4.2. Observe fuel cut-off for applicable engine. 4.3. Release throttle when fuel cut-off occurs. 4.4. Engine should not accelerate beyond calibrated RPM value. 4.5. Release throttle immediately if value is exceeded. 4.6. Block drive wheels. 4.7. Set parking brake. 4.8. DO NOT apply brake pedal. 4.9. Cycle ignition from OFF to ON. 4.10. Apply and hold brake pedal. 4.11. Start and idle engine. 4.12. Turn the A/C OFF. Vehicle must remain in Park or Neutral. The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: Crankshaft position (CKP) sensors activity-If there is a CKP sensor condition, refer to the applicable DTC. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 5. Enable the CKP system variation learn procedure with the scan tool and perform the following: IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. - Accelerate to WOT. - Release throttle when fuel cut-off occurs. 6. The scan tool displays Learn Status: Learned this ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 7. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether or not DTC P0315 is set: An engine replacement - A PCM replacement - A harmonic balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. Page 26 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Fuse Block - Rear Label Relay Box: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Page 5541 5. Remove the brake pads from the brake caliper bracket. 6. Remove the brake pad retainers from the brake caliper bracket. 7. With the upper control arm bolt/nut (1) positioned forward remove the brake caliper bracket bolts (2). 8. Remove the rear brake caliper bracket. 9. Inspect the brake mounting and hardware. 10. Inspect the brake caliper bracket. 11. Replace the brake caliper bracket if cracked or damaged. Installation Procedure 1. Install the brake caliper bracket. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the brake caliper mounting bracket bolts (2). ^ Tighten the brake caliper mounting bracket bolts to 115 Nm (85 ft. lbs.). Page 7691 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zones SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration below, to identify the specific zone or zones in Page 3113 Spark Plug: Service and Repair SPARK PLUG REPLACEMENT REMOVAL PROCEDURE NOTE: Observe the following service precautions: Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. - Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. - Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. If you are replacing the engine left bank spark plugs, remove the air cleaner intake duct. 2. Remove the spark plug wires from the spark plugs. 3. Remove the spark plugs from the engine. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. 1. Gap the spark plugs to the specifications. Refer to Ignition System Specifications. NOTE: Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque specifications carefully. Over or under-tightening can also cause severe damage to engine or spark plug. 2. Install the spark plugs to the engine. Tighten If installing the spark plugs to a new cylinder head tighten the plugs to 20 N.m (15 lb ft). - If installing the spark plugs to an existing cylinder head tighten the plugs to 15 N.m (11 lb ft). Page 3829 Fuel: Technical Service Bulletins Fuel System - 'TOP TIER' Detergent Gasoline Information INFORMATION Bulletin No.: 04-06-04-047I Date: August 17, 2009 Subject: TOP TIER Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - U.S. Only Models: 2010 and Prior GM Passenger Cars and Trucks (including Saturn) (U.S. Only) 2003-2010 HUMMER H2 (U.S. Only) 2006-2010 HUMMER H3 (U.S. Only) 2005-2009 Saab 9-7X (U.S. Only) Supercede: This bulletin is being revised to add model years and additional sources to the Top Tier Fuel Retailers list. Please discard Corporate Bulletin Number 04-06-04-047H (Section 06 Engine/Propulsion System). In Canada, refer to Corporate Bulletin Number 05-06-04-022F. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from the use of TOP TIER Detergent Gasoline. Intake valve: - 10,000 miles with TOP TIER Detergent Gasoline Intake valve: - 10,000 miles with Legal Minimum additive Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards As of August 1, 2009, all grades of the following gasoline brands meet the TOP TIER Detergent Gasoline Standards: - Chevron - Chevron-Canada - QuikTrip - Conoco Phillips 66 - 76 Page 44 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 1527 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS SYSTEM DESCRIPTION The powertrain control module (PCM) enables the fuel pump relay when the ignition switch is turned ON. The PCM will disable the fuel pump relay within 2 seconds unless the PCM detects ignition reference pulses. The PCM continues to enable the fuel pump relay as long as ignition reference pulses are detected. The PCM disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions (EVAP). The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contain a flow check valve. the check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. TEST Steps 1 - 2 Body Controls - BCM Cross Platform Functionality Body Control Module: All Technical Service Bulletins Body Controls - BCM Cross Platform Functionality INFORMATION Bulletin No.: 09-08-47-002 Date: November 17, 2009 Subject: Information on Body Control Module (BCM) Functionality Across Vehicle Lines Models: 2004-2010 Chevrolet Malibu 2008 Chevrolet Malibu Classic 2005-2010 Chevrolet Cobalt 2006-2010 Chevrolet HHR 2005-2009 Pontiac G6 2006-2009 Pontiac Solstice 2007-2009 Saturn AURA, SKY The purpose of this bulletin is to address the unique differences in Body Control Module (BCM) functionality of the affected vehicles. Many electrical functions on these vehicles do not directly involve the BCM, even though they may on other vehicles. The cooling fans, for example, are controlled by the engine control module (ECM) on the Malibu, but are controlled by the BCM on the Impala. The BCM is primarily a gateway between the high- and low-speed GMLAN serial data buses on the above listed vehicles. Functions That Do Not Involve the BCM The following list of features and functions are not controlled or dependent on the BCM: Important The BCM should NOT be replaced for conditions in these areas. - Cooling fans - Clock display - Radio display - Power mirrors - OnStar(R) - Rear wiper (on Malibu Maxx) - Warning lamps - Malfunction indicator lamp (MIL) - Driver seat belt reminder light and chime - Power windows Important The BCM also acts as a power distribution center and may provide a fused battery feed to the modules that actually do control the above functions. Do not assume a similar control module issue will apply to different vehicle lines. Refer to SI for the appropriate description and operation and diagnostic information. Disclaimer A/T Control - DTC P0756 Diagnostic Tips Valve Body: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer A/T Shift Lock Control Assembly Page 1066 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 1301 Steering - Increased Cold Start Up Steering Effort Ignition Coil: Customer Interest Steering - Increased Cold Start Up Steering Effort Bulletin No.: 05-02-32-001C Date: January 17, 2007 TECHNICAL Subject: Increased Steering Effort on Cold Start-up (Replace Lower Control Arms) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to revise the labor time information. Please discard Corporate Bulletin Number 05-02-32-001B (Section 02 - Steering). Condition Some customers may comment on increased steering effort for a few seconds just after starting the vehicle. This condition occurs when the outside temperatures are under 10°F (-12°C). This condition is short in duration and does not set a code. In many instances, it will not be possible to duplicate the customer's concern unless temperatures are below 10°F (-12°C). Cause This condition may be caused by additional resistance in the lower control arm ball stud when cold. Correction To aid in installation of the lower control arms, loosely start all bolts to hold the assembly in place and then tighten to the correct torque specification. On the right side of the vehicle, it is necessary to remove the wheel well splash shield and the engine splash shield. REPLACE BOTH FRONT SUSPENSION LOWER CONTROL ARMS. Refer to Lower Control Arm Replacement in SI. Parts Information Warranty Information Page 3569 Steps 9-12 Power Mode Mismatch POWER MODE MISMATCH CIRCUIT DESCRIPTION Normal vehicle serial data communications and the control modules operations will not begin until the system power mode has been identified. Discrete wires from the ignition switch contacts are monitored by a module which acts as the power mode master (PMM) in order to determine the correct power mode. The module which is the PMM communicates the system power mode to all modules on the serial data lines. Refer to Body Control System Description and Operation to identify which module is the PMM and the applicable power mode look up table. TEST DESCRIPTION Page 8432 The control module ID number list above provides a method for determining which module is not communicating. A module with a class 2 serial data circuit malfunction or which loses power during the current ignition cycle will have a Loss of Communication DTC set by other modules that depend on information from that failed module. The modules that can communicate will set a DTC indicating the module that cannot communicate. Diagnostic Order When more than one Loss of Communication DTC is set in either one module or in several modules, diagnose the DTCs in the following order: 1. Current DTCs before history DTCs unless told otherwise in the diagnostic table. 2. The DTC which is reported the most times. 3. From the lowest number DTC to the highest number DTC. Conditions for Running the DTC The following DTCs do not have a current status: ^ B1327 ^ B1328 ^ U1300 ^ U1301 ^ U1305 AND ^ The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A node alive message has not been received from a module with a learned identification number within the last 5 seconds. Action Taken When the DTC Sets Page 1867 Location View Location View Page 1058 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 4321 Page 6098 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 2 Page 7600 2. Insert the suction screen into the suction hose. 3. Install the J 44551-3 Mandrel (1) to the J 44551-5 Screen Installation Tool. 4. Install the J 44551-5 (3) over the end of the suction hose and the suction screen (2). IMPORTANT: Correct placement of the J 44551-5 is critical. 5. Tighten the forcing screw of the J 44551-5. The suction screen is fully installed when the screen is flush with the end of the suction hose. 6. Remove the J 44551-5 from the suction hose. 7. Replace the seal washers. 8. Install the A/C compressor hose assembly to the A/C compressor. NOTE: Refer to Fastener Notice in Service Precautions. 9. Install the A/C compressor hose assembly bolt. Tighten Tighten the bolt to 20 N.m (15 lb ft). 10. Evacuate and recharge the A/C system. Refer to Refrigerant Recovery and Recharging. 11. Leak test the fittings of the component using the J 42220. Page 5990 Fuse Block - Rear C4 Part 2 Page 3896 Steps 1 - 3 Page 4049 4. Inspect valve body bolt (379) for breakaway torque of 16 N.m (11 lb ft). ^ If valve body bolt (379) is found loose, replace the channel plate gaskets, P/N 24206391, and retighten the valve body. ^ If the valve body bolt is found not to be loose, continue with the next step. 5. For additional reverse diagnostic information, refer to Slips in Reverse or No Reverse SI Document ID # 54866. Parts Information Parts are currently available from GMSPO. Warranty Information Page 8373 2. Click on the Analog-to-Digital Program link to start the ordering process. 3. To order a kit, you will need the information shown above. 4. After submitting the order, the "Terms and Conditions of Your OnStar(R) Service" page will display. This is your confirmation that the upgrade kit order has been created. U.S. Dealers will also receive an e-mail from Autocraft within several hours of ordering an upgrade kit (Canadian Dealers will receive an e-mail from MASS Electronics). 5. Print the "Terms and Conditions of Your OnStar(R) Service" page, and have the customer sign a copy. 6. A copy of this form should be stapled to the customer's copy of the Repair Order and one copy should be retained in the customer service folder. 7. If the kit you ordered is available, you will receive the upgrade kit within 4 business days of entering your order through the OnStar(R) Online Enrollment webpage. 8. To check on kit availability or the status of your order, U.S. Dealers can log onto the distributor's website at www.autocraft.com. Canadian dealers can call MASS Electronics at 877-410-6277. Upgrade Kit Installation 1. Skip to the next step if the vehicle to be upgraded is not shown above. Instruments - DIC Messages Missing Body Control Module: All Technical Service Bulletins Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Page 5753 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 5578 23. While guiding the forming mandrel into the exposed end of pipe to be flared, operate the lever of the J 45405 until the forming mandrel bottoms against the clamping dies. 24. Rotate the hydraulic fluid control valve counterclockwise to the open position to allow the hydraulic forming ram to retract. 25. Insert the finishing cone into the forming ram. 26. Rotate the hydraulic fluid control valve clockwise to the closed position. 27. Rotate the body of the J 45405 until it bottoms against the die cage. 28. While guiding the finishing cone into the exposed end of pipe to be flared, operate the lever of the J 45405 until the finishing cone bottoms against the dies. 29. Rotate the hydraulic fluid control valve counterclockwise to the open position to allow the hydraulic forming ram to retract. 30. Loosen the die clamping screw and remove the dies and pipe. 31. If necessary, lightly tap the dies until the die halves separate. 32. Inspect the brake pipe flare for correct shape and diameter (a). ^ 6.92 mm (0.272 inch) +/- 0.18 mm (0.007 inch) flare diameter for 4.76 mm (3/16 inch) diameter pipe Page 7709 17. Connect the roof rail module-right connector to the vehicle harness connector. 18. Install the CPA to the roof rail module-right connector. 19. Install the garnish molding to the right upper lock pillar. 20. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 21. Install the body control module fuse center cover. 22. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 23. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle in Vehicle DTC Information. Page 53 Accessory Delay Module: Electrical Diagrams Retained Accessory Power Diagram Page 1996 Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface and brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Important: Wheel nuts, studs, and mounting surfaces must be clean and dry. 1. Remove any corrosion or foreign material from the wheel and the hub mounting surfaces. 2. Clean the threads on the wheel studs and wheel nuts. 3. Install the tire and wheel assembly. Align the locating mark of the wheel to the hub. 4. Install the wheel nuts. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in the sequence shown, in order to avoid excessive runout. 5. Using the J 39544-KIT, tighten the wheel nuts in the sequence shown. ^ Tighten the nuts in sequence to 140 Nm (100 ft. lbs.). 6. Install the wheel nut caps, if equipped. 7. Install the wheel center cap, if equipped. 8. Lower the vehicle. Page 4886 2. Remove the transmission from the vehicle. Refer to the appropriate SI document. Important: ^ Inspect all the transmission components for damage or wear. Replace all damaged or worn components. The parts shown above should be sufficient to correct this concern. ^ This condition does not normally require replacement of the transmission completely. Components such as clutches, valve body, pump and torque converters will NOT require replacement to correct this condition. Disassemble the transmission and replace the appropriate parts listed below. Refer to the Unit Repair Manual - Repair Instructions. 3. Reinstall the transmission in the vehicle. Refer to appropriate service information. When servicing the transmission as a result of this condition, the transmission oil cooler and lines MUST be flushed. Refer to Corporate Bulletin Number 02-07-30-052. Page 6229 Disclaimer Page 6250 Page 4823 10. Reinstall the I/P side panel. Parts Information Parts are currently available through GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4289 Page 7730 Air Bag: Service and Repair Inflatable Restraint Steering Wheel Module Replacement INFLATABLE RESTRAINT STEERING WHEEL MODULE REPLACEMENT TOOLS REQUIRED J 44298 Driver Air Bag Removal Tool REMOVAL PROCEDURE 1. Remove the steering column trim covers. CAUTION: Refer to SIR Inflator Module Handling and Storage Caution in Service Precautions. - A deployed dual stage inflator module will look the same whether one or both stages were used. Always assume a deployed dual stage inflator module has an active stage 2. Improper handling or servicing can activate the inflator module and cause personal injury. - Refer to SIR Caution in Service Precautions. 2. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 3. 3. On the back side of the steering wheel are 4 openings for removing the driver inflator module. Place the steering wheel so that 2 of the openings are on top. 4. Adjust and install J 44298 into 2 of the holes. IMPORTANT: Seat the air bag removal tool all the way in to perform properly. 5. Pull the handle towards the back of the steering wheel, releasing the 2 spring-loaded fasteners at the same time. 6. Turn the steering wheel and open J 44298. 7. Place J 44298 and insert into place and repeat the same steps for the other 2 openings. 8. Pull the driver inflator module gently away from the steering wheel. IMPORTANT: Note the driver inflator wire routing positions, the redundant control routing positions, and the horn wire routing positions for the correct re-assembly. Page 8170 Page 3358 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 7410 12. Remove the compressor clutch coil snap ring using the J 6083. 13. Remove the compressor clutch coil from the compressor. INSTALLATION PROCEDURE 1. Carefully clean the clutch plate bolt threads with a M6x1.0 tap. Carefully blow out debris with compressed air. 2. Install the compressor clutch coil to the compressor. Page 1353 Suspension - Revised/New Rear Suspension Tightening Spec Front Steering Knuckle: Technical Service Bulletins Suspension - Revised/New Rear Suspension Tightening Spec Bulletin No.: 05-03-09-006 Date: May 19, 2005 SERVICE MANUAL UPDATE Subject: Revised and New Rear Suspension Tightening Specifications Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 This bulletin is being issued to revise and add tightening specifications in the Rear Suspension sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. These tightening specifications have been revised: Support Assembly to Body Bolts - Final Pass +60 degrees Toe Link to Steering Knuckle Bolt - First Pass 110 N.m (81 lb ft)/Final Pass - +70 degrees The following specification has been added: Toe Link to Support Bolt - 110 N.m (81 lb-ft) Disclaimer Page 7999 Page 7914 Disclaimer Page 2940 Crankshaft Position (CKP) Sensor Page 3364 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 6168 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 3867 ^ On 2004 Chevrolet Malibu, DTC P0442 or P0455 may be set by either a cracked EVAP canister or a fuel gauge that does not measure fuel level accurately. For EVAP canister concerns, refer to bulletin 05-06-04-004A. For fuel gauge concerns, refer to bulletin 04-08-49-025. ^ If the fuel cap can not be tightened or removed, proceed to the section below titled, Replacing Broken Fuel Cap. ^ If DTC P0442 - Evaporative Emission (EVAP) System Small Leak Detected is stored in the Engine Control Module (ECM), proceed to section titled DTC P0442. ^ If DTC P0455 - Evaporative Emission (EVAP) System Large Leak Detected is stored in the ECM, proceed to section titled DTC P0455. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ Some vehicles may intermittently set a DTC of P0442 or P0455, leak in the evaporative emissions system. In addition to checking the system and performing the diagnostics as described in the Service Information for this DTC, the technician should be aware that some of the fuel caps used on GM vehicles may not seal adequately to the filler neck if pushed down when being tightened. This may occur more often when this cap is used on a vehicle with a steel fuel filler neck. The owner should be instructed not to apply a downward force to the fuel cap when tightening. Replacing Broken Fuel Cap 1. Remove the fuel cap tether from the fuel filler pocket or fuel filler door. 2. Remove the fuel cap from the fuel filler. 3. If the fuel cap can not be removed, remove the filler cap ratcheting cover by releasing the four (4) tabs holding the cap cover to the lugged sealing base. Page 2998 Left Rear Of Engine Page 7952 Seat Belt Retractor: Service and Repair Center Rear (Extended Sedan) SEAT BELT RETRACTOR REPLACEMENT - CENTER REAR (EXTENDED SEDAN) REMOVAL PROCEDURE 1. Remove the seat back cover and pad from the 60% side. 2. Remove the upper seat belt anchor from the seat frame. 3. Remove the seat belt retractor anchor from the seat frame. 4. Remove the seat belt retractor from the vehicle. INSTALLATION PROCEDURE Description and Operation Fuel Level Sensor: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the Class II circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Diagram Information and Instructions Headlamp Switch: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 3431 Steps 7 - 10 Page 818 3. Install the fog lamp switch. 4. Install the fog lamp switch wire harness connector. 5. Install the left I/P trim panel. Service and Repair Condenser HVAC: Service and Repair CONDENSER REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE IMPORTANT: The desiccant is inside the condenser and is not serviced separately. The condenser must be replaced if new desiccant is required. 1. Recover the refrigerant. 2. Remove the left headlamp. 3. Remove the right headlamp. 4. Loop a rope around each of the 2 upper tabs of the radiator and tie the rope around the upper tie bar. 5. Remove both upper radiator support bracket bolts. 6. Remove both upper radiator support brackets. 7. Raise the vehicle. Refer to Vehicle Lifting. 8. Remove the lower radiator air deflector retainers. 9. Remove the lower radiator air deflector. Page 98 8.2. Remove the console (A) together with the OnStar(R) control modules. 8.3. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). Page 5408 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Locations Page 4726 Seals and Gaskets: Service and Repair Oil Cooler Pipe Seals Replacement Oil Cooler Pipe Seals Replacement Tools Required ^ J 45201 Cooler Line Seal Remover ^ J 41239 Cooler Line Seal Remover/Installer Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist. 2. Place a drain pan or suitable container under the vehicle. 3. Raise the vehicle. 4. Remove the transaxle oil cooler line assembly nut from the transaxle. Notice: Avoid spinning the seal in the case bore. Damage to the case bore may result. 5. Remove the transaxle oil cooler lines from the transaxle. 6. Insert the collect piece (2) of the J 45201 into the cooler line seal. 7. Insert the forcing screw piece (1) of the J 45201 into the collet (2). 8. Tighten the forcing screw (1) until snug. Page 3779 Steps 11 - 13 Page 2595 25. Remove the transmission oil cooler pipe clip from the fan shroud. 26. Remove the lower transmission oil cooler pipe from the radiator. 27. Remove the transmission oil cooler pipes. 28. Remove the fan wire harness connectors. 29. Remove the fan shroud assembly. Installation Procedure 1. Install the fan shroud assembly. Page 3939 Fuel Rail: Service and Repair FUEL RAIL ASSEMBLY REPLACEMENT REMOVAL PROCEDURE An 8-digit identification number is stamped on the fuel rail. Refer to this number if servicing or part replacement is required. 1. Remove the engine fuel feed pipe from the fuel rail. CAUTION: In order to reduce the risk of fire and personal injury that may result from a fuel leak, always install the fuel injector O-rings in the proper position. If the upper and lower O-rings are different colors (black and brown), be sure to install the black O-ring in the upper position and the brown O-ring in the lower position on the fuel injector. The O-rings are the same size but are made of different materials. NOTE: Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and other contaminants from entering the open pipes and passages. 2. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure. 3. Remove the upper intake manifold. 4. Disconnect the main injector harness electrical connector. 5. Disconnect the main fuel injector electrical harness connector. 6. Pull up the lock release (2) of the fuel injector electrical connectors. 7. Depress the lock tabs (1) and disconnect the fuel injector electrical connectors. 8. Remove the fuel injector electrical wiring harness from the fuel rail. Page 448 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 903 Instrument Panel Page 5880 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 7976 Inflatable Restraint Side Impact Sensor - Right (With RPO Code AY1) Page 1441 Instrument Panel Locations Seat Heater Sensor: Locations Under Driver Seat Locations On The Front Impact Bar Page 2304 Engine Mount: Service and Repair Engine Mount Replacement Engine Mount Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. 3. Remove the engine splash shield. 4. Remove the engine mount to engine mount bracket nuts. 5. Remove the motor mount to frame nuts. 6. Using a suitable jackstand, raise the engine. 7. Remove the motor mount from the vehicle. Installation Procedure Fuel Injector Coil Test Fuel Injector: Testing and Inspection Fuel Injector Coil Test FUEL INJECTOR COIL TEST CIRCUIT DESCRIPTION The powertrain control module (PCM) enables the appropriate fuel injector on the intake stroke for each cylinder. Ignition voltage is supplied directly to the fuel injectors. The PCM controls each fuel injector by grounding the control circuit via a solid state device called a driver. A fuel injector coil winding resistance that is too high or low will affect engine driveability. A fuel injector control circuit DTC may not set, but a misfire may be apparent. The fuel, injector coil windings are affected by temperature. The resistance of the fuel injector coil windings will increase as the temperature of the fuel injector increases. DIAGNOSTIC AIDS - Monitoring the misfire current counters, or misfire graph, may help isolate the fuel injector that is causing the condition. - Operating the vehicle over a wide temperature range may help isolate the fuel injector that is causing the condition. - Perform the fuel injector coil test within the conditions of the customers concern. A fuel injector condition may only be apparent at a certain temperature, or under certain conditions. - If the fuel injector coil test does not isolate the condition perform the fuel injector balance test. Refer to Fuel Injector Balance Test with Special Tool or Fuel Injector Balance Test with Tech 2. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics TEST DESCRIPTION The numbers below refer to the step numbers on the diagnostic table. 3. This step tests each fuel injector resistance within a specific temperature range. If any of the fuel injectors display a resistance outside of the specified value, replace the fuel injector. 4. This step determines if all of the fuel injectors are within 3 ohms of each other. If the highest resistance value is within 3 ohms of the lowest resistance value, then all of the fuel injector coil windings are OK. 6. This step determines if the ignition 1 voltage circuit under the intake plenum is causing the concern. 8. This step determines which fuel injector is faulty. After subtracting the highest and lowest resistance values from the average value, replace the fuel injector that has the greatest resistance difference from the average. TEST Steps 1 - 2 Page 5922 Auxiliary Power Outlet: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 5636 14. Connect the electrical connector to the EBCM. 15. Connect the vacuum brake booster check valve (1) to the vacuum brake booster grommet (4). 16. Bleed the hydraulic brake system. 17. Calibrate the brake pedal position sensor. Page 2883 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 8284 1. Remove the ground cable from the battery's negative cable. 2. Remove the center console, see WIS - Body - Interior. 3. Loosen the gear shift housing (A). AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws. 4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and secure the cable. 4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B). Page 1892 Fuse Block - Underhood C2 Part 2 Page 3111 - Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). - Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to Ignition System Specifications. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Refer to Ignition System Specifications. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. A rattling sound indicates internal damage. - A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4) If equipped. - Inspect for excessive fouling. - Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION - Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. - Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures Leaking fuel injectors - Excessive fuel pressure - Restricted air filter element - Incorrect combustion Page 951 Refrigerant Pressure Sensor / Switch: Description and Operation A/C REFRIGERANT PRESSURE SENSOR The A/C refrigerant pressure sensor is a 3-wire piezoelectric pressure transducer. A 5-volt reference, low reference, and signal circuits enable the sensor to operate. The A/C pressure signal can be between 0-5 volts. When the A/C refrigerant pressure is low, the signal value is near 0 volts. When the A/C refrigerant pressure is high, the signal value is near 5 volts. The A/C refrigerant pressure sensor prevents the A/C system from operating when an excessively high or low pressure condition exists. If the powertrain control module (PCM) detects a failure in the A/C refrigerant pressure sensor or A/C High Side Pressure sensor circuit, the GM LAN Low Speed bus message sent to the HVAC control module will be invalid. Page 1430 2. Connect the electrical connectors to the switch. 3. Install the switch bezel to the door trim. 4. Install the door trim panel. Page 2643 7. Reposition the surge tank outlet hose clamp at the radiator using the J 38185. 8. Remove the surge tank outlet hose from the radiator. 9. Reposition the radiator inlet hose clamp at the radiator using the J 38185. 10. Remove the radiator inlet hose from the radiator. 11. Raise the vehicle. Refer to Vehicle Lifting. 12. Remove the lower radiator air deflector retainers. 13. Remove the lower radiator air deflector. 14. Remove the right front fender liner. 15. Remove the right radiator air deflector retainers. 16. Remove the right radiator air deflector. Page 6959 Front Steering Knuckle: Technical Service Bulletins Steering - Ball Stud to Knuckle Torque Spec. Revised Bulletin No.: 04-03-08-009 Date: June 14, 2004 SERVICE MANUAL UPDATE Subject: Revised Ball Stud to Steering Knuckle Nut Tightening Specification Models: 2004 Chevrolet Malibu This information is being issued to revise the ball stud to steering knuckle nut tighting specification in the Front Suspension sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. First pass - 50 Nm (37 lb-ft.) Reverse nut 3/4 turn Second pass - 50 Nm (37 lb-ft.) + 40 degrees The following documents have been updated in SI: ^ Document ID # 1245622 - Fastener Tightening Specifications ^ Document ID # 1243022 - Lower Control Arm Replacement Disclaimer Page 7564 18. Remove the compressor hose from the rail clip. 19. Remove the compressor line. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 20. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. 3. Install the compressor line. Page 1701 8. Remove the surge tank outlet hose from the radiator. 9. Raise the vehicle. Refer to Vehicle Lifting. 10. Remove the surge tank outlet hose from the surge tank hose clip. 11. Remove the surge tank outlet hose clamps from the surge tank outlet hose. Installation Procedure 1. Install the surge tank outlet hose clamps to the surge tank outlet hose. 2. Install the surge tank outlet hose to the surge tank hose clip. 3. Lower the vehicle. Steering/Suspension - Vehicle Pull/Lead Diagnosis Alignment: All Technical Service Bulletins Steering/Suspension - Vehicle Pull/Lead Diagnosis Bulletin No.: 04-03-06-001 Date: September 10, 2004 INFORMATION Subject: Vehicle Leads/Pulls Characteristics and Diagnosis Models: 2004-2005 Chevrolet Malibu and Malibu MAXX Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction Variability in the tire construction may produce lead/pull. The rear tires will not cause lead/pull. ^ Wheel alignment ^ Brake Drag ^ Unbalanced steering gear Visual/Physical Inspection ^ Inspect for aftermarket devices which could affect the operation of any of the suspension sub-systems. ^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. ^ Inspect for proper tire size and inflation pressure. ^ Inspect for abnormal tire wear. Vehicle Leads/Pulls Alignment Diagnosis and Repair Front cross-caster and front cross-camber are the only wheel alignment parameters that influence lead or pull. If the vehicle leads/pulls to the left after performing the steps listed in SI Document ID, and the front wheel alignment parameters are found to be in specification, adjust the front left and/or right camber to achieve a cross-camber of -0.50° to -0.75°. Refer to Front Camber Adjustment, SI Document. The cross-camber is the difference between the left side camber and the right side camber (cross-camber = LH camber-RH camber). Positive cross-camber may cause the vehicle to pull to the left. For example: If the vehicle pulls to the left, adjust the cross-camber more negative and vice-versa. Steering Position and Torque Sensor Calibration Important: ONLY perform the steering position sensor and torque sensor recalibration procedure after the tires, suspension and alignment specifications have been inspected and/or corrected and the vehicle still exhibits a lead or pull condition. Failure to do so may result in additional customer lead and or pull concerns. After inspecting the suspension, tires and alignment, and if the vehicle still leads or/pulls, it may be necessary to recalibrate the steering position sensor and torque sensor. Refer to Control Module Setup, SI Document ID. Page 3643 Crankshaft Position (CKP) Sensor Page 4233 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 7753 58. Bend flat the twisted connection. 59. Secure and insulate the 3 wire connection to deployment harness using electrical tape. 60. Connect the deployment harness to the I/P module in-line connector. 61. Route the deployment harness out of the passenger side of the vehicle. Locations Seat Belt Buckle Switch: Locations Driver Seat Page 8440 Conditions for Running the DTC Ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTC The VCIM does not detect the presence of a cellular antenna for more than 1 second. Action Taken When the DTC Sets The vehicle is unable to connect to the OnStar(R) Call Center. The OnStar(R) status LED turns red. Conditions for Clearing the DTC The VCIM detects the presence of a cellular antenna. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Perform a visual inspection as shown above in order to verify that the cellular antenna and the cellular antenna coupling assembly are not damaged. If any components are damaged replace the assembly. DTC B2476 or B2482 DTC Descriptors Page 4534 ^ The Driven sprocket thrust washer should be installed on the case instead of the channel plate. Damage to the washer, case or channel plate may occur if it is not installed correctly. ^ Lubricate the new drive link assembly by pouring ATF on it prior to installation. Failure to pre-lube the chain may damage the assembly. 15. Install the new 7/8 inch drive link, P/N 24210129, and sprockets, P/N's 24210128 and 24210130. 16. Install a new channel plate gasket, P/N 24201096. 17. Carefully align the channel plate on the two dowels and rotate the oil pump shaft to permit installation of the channel plate to the case. Tighten Tighten the channel plate bolts and valve body bolts. 18. Reconnect transaxle wiring harness to the solenoids. 19. Reconnect the manual shift valve link to the manual valve. 20. Install the valve control side cover. 21. Install the side cover bolts. Note: Use J 41228 when installing the new axle shaft sleeve seal or fluid leaks will occur. 22. Install the new output shaft sleeve seal, P/N 24201936, and snap ring (57). 23. Install the PNP switch. 24. Install the TCC lock up clutch '0' ring and torque converter. 25. Transfer the transaxle from the bench fixture to the transmission jack. 26. Reinstall the transaxle into the vehicle using the appropriate Service Information. Dealer Action Please contact all customers that were told they would be called when a repair became available. Parts Information Parts are currently available from GMSPO. Warranty Information Page 4058 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector. 3. Remove the CKP sensor bolt. 4. Remove the CKP sensor. 5. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace the O-ring if necessary. 2. Install the CKP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the CKP sensor electrical connector. 5. Lower the vehicle. 6. Perform the CKP system variation learn procedure. See: Testing and Inspection/Programming and Relearning Page 7054 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Page 7053 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Page 462 Heated Seat Control Module - Driver, C2 (With RPO Code KA1) Page 1376 A/C - Musty Odors Emitted From (HVAC) System Evaporator Core: Customer Interest A/C - Musty Odors Emitted From (HVAC) System TECHNICAL Bulletin No.: 99-01-39-004C Date: June 12, 2009 Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating) Models: 1993-2010 GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 All Equipped with Air Conditioning Supercede: This bulletin is being revised to add the 2009 and 2010 model years. Please discard Corporate Bulletin Number 99-01-39-004B (Section 01 - HVAC). Condition Some customers may comment about musty odors emitted from the Heating, Ventilation and Air Conditioning (HVAC) system at vehicle start-up in hot, humid conditions. Cause This condition may be caused by condensate build-up on the evaporator core, which does not evaporate by itself in high humidity conditions. The odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. There are several other possible sources of a musty odor in a vehicle. A common source is a water leak into the interior of the vehicle or foreign material in the HVAC air distribution system. Follow the procedures in SI for identifying and correcting water leaks and air inlet inspection. The procedure contained in this bulletin is only applicable if the odor source has been determined to be microbial growth on the evaporator core inside the HVAC module. Correction Many vehicles currently incorporate an afterblow function within the HVAC control module software. The afterblow feature, when enabled, employs the HVAC blower fan to dry the evaporator after vehicle shut down and this function will inhibit microbial growth. Technicians are to confirm that the customer concern is evaporator core odor and that the vehicle has the imbedded afterblow feature, as defined in the SI document for that specific vehicle model, model year and specific HVAC option. Refer to SI for enabling the afterblow function. Vehicles being delivered in areas prone to high humidity conditions may benefit from having the afterblow enabled calibration installed prior to any customer comment. Important If the vehicle is not factory equipped with the imbedded afterblow enable feature, it may be added with the Electronic Evaporator Dryer Module Kit (P/N 12497910 or AC Delco 15-5876). Important When installing the Electronic Evaporator Dryer Module, you MUST use the included electrical splice connectors to ensure a proper splice. Complete detailed installation instructions and self testing procedures are supplied with the kit. If necessary, the Electronic Evaporator Dryer Module may be installed underhood if it is protected from extreme heat and water splash areas. To immediately remove the evaporator core odor on all suspect vehicles, it is necessary to eliminate the microbial growth and prevent its re-occurrence. To accomplish this, perform the following procedure: Vehicle and Applicator Tool Preparation 1. The evaporator core must be dry. This may be accomplished by disabling the compressor and running the blower fan on the recirc heat setting for an extended period of time. Note Compressor engagement will cause the evaporator core to remain wet and will prevent full adherence of the Coiling Coil Coating to the evaporator core surfaces. 2. Verify that the air conditioning drain hose is not clogged and place a drain pan beneath the vehicle. Page 2840 Body Control Module - C1 Part 5 Page 3704 Heated Oxyged Sensor (HO2S) Bank 1 Sensor 2 Page 1761 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Page 3414 Back Side Of Engine Page 7358 Page 4596 Fluid - A/T: Service and Repair TRANSAXLE FLUID CHECKING PROCEDURE The fluid level screw is intended to be used for diagnosing a transaxle fluid leak or resetting the transaxle fluid level after service that involves a loss of fluid. Inspect The fluid level should be checked when the transaxle is near Room temperature or at 40°C (104°F). CAUTION: Removal of the fluid level screw when the transaxle fluid is hot may cause injury. Use care to avoid contact of transaxle fluid to exhaust pipe. The engine must be running when the transaxle fluid level screw is removed, or excessive fluid loss will occur. Since the actual fluid level is unknown, stand clear when removing the fluid level screw. Have a container ready to capture any lost fluid. WARNING: Do not turn the engine off with the fluid level screw removed as you can be injured by hot transaxle fluid being expelled out of the fluid check hole. 1. Let vehicle idle for three to five minutes with accessories off. 2. Apply brake 3. Move shift lever through all gear ranges, pausing three seconds in each range. 4. Place shift lever in Park. Important: Vehicle must be kept level on the hoist. 5. Raise vehicle on hoist. 6. Place oil container under fluid level screw. 7. Remove the fluid level screw with the engine running at idle. 8. Fluid level should be at the bottom of the fluid check hole. Because the transaxle operates correctly over a range of fluid levels, fluid may or may not drain out of the fluid check hole when the fluid level screw is removed. If fluid drains through the fluid check hole, this transaxle may have been overfilled. When fluid stops draining, the fluid level is correct and the fluid level screw may be installed. If fluid does not drain through the fluid check hole, the transaxle fluid level may be low. Proceed to ADDING TRANSAXLE FLUID. 9. Install fluid level screw. Tighten 12 Nm (106 lb. in.) 10. Lower vehicle. 11. Shut off engine. Adding Transaxle Fluid: With the engine running, add fluid at the vent cap location in half liter (1 pint) increments until fluid drains through the fluid check hole. Allow the fluid to finish draining through the fluid check hole. 1. Install fluid level screw. Tighten 12 Nm (106 lb. in.) 2. Lower vehicle. Page 7706 15. Remove the driver/left outer trim cover from the instrument Panel (I/P). 16. Remove the CPA from the steering wheel module coil connector. 17. Disconnect the steering wheel module coil connector from the vehicle harness connector. 18. Remove the lower left center pillar trim. 19. Remove the CPA from seat belt pretensioner-LF connector. 20. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. 21. Remove the garnish molding from the left upper lock pillar. 22. Remove the CPA from the roof rail module-left connector. 23. Disconnect the roof rail module-left connector from the vehicle harness connector. Page 7379 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 6070 C305 Body Harness To RF Pretensioner Jumper Harness Page 2961 Top Right Side Of Engine Page 6079 C500 Body Harness To Left Front Door Harness Part 1 Page 7596 3. Install the refrigerant filter into the line. 4. Install the line clip to the dash. 5. Install the suction hose and liquid line to the TXV. NOTE: Refer to Fastener Notice in Service Precautions. 6. Install the suction hose and liquid line nut to the TXV. Tighten Tighten the nut to 20 N.m (15 lb ft). 7. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 8. Leak test the fittings using the J 39400-A. 9. Install the surge tank to the surge tank bracket. Specifications Connecting Rod Bearing: Specifications Connecting Rod Connecting Rod Bearing Clearance .......................................................................................................................... 0.18-0.062 mm (0.0007-0.017 inch) Steering - Steering Gear Stub Shaft Bearing Kit Steering Gear: All Technical Service Bulletins Steering - Steering Gear Stub Shaft Bearing Kit INFORMATION Bulletin No.: 04-02-32-001F Date: December 02, 2009 Subject: Release of Steering Gear Stub Shaft Bearing Kit for Service Models: 2002-2005 Buick Century, LeSabre, Park Avenue, Regal 2002-2007 Buick Rendezvous 2004-2007 Buick Rainier 2005-2007 Buick Buick Allure (Canada), LaCrosse, Terraza 2002-2005 Chevrolet Cavalier, Impala, Malibu Classic, Venture 2002-2007 Chevrolet Monte Carlo 2002-2009 Chevrolet TrailBlazer 2003-2010 Chevrolet Express 2004-2007 Chevrolet Silverado (2WD) (Classic) 1500 Series 2005-2009 Chevrolet Uplander 2002-2009 GMC Envoy Models 2003-2007 GMC Sierra (2WD) (Classic) 1500 Series 2003-2010 GMC Savana 2002-2003 Oldsmobile Bravada 2002-2004 Oldsmobile Alero, Silhouette 2002-2004 Pontiac Aztek 2002-2005 Pontiac Bonneville, Grand Am, Montana, Sunfire 2002-2008 Pontiac Grand Prix (Excluding GTP Models) 2005-2009 Pontiac Montana SV6 2005-2007 Saturn RELAY 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the information. Please discard Corporate Bulletin Number 04-02-32-001E (Section 02 - Steering). GMSPO has released a steering gear stub shaft bearing kit, P/N 26032824, for service on the above-mentioned vehicles. For detailed usage, refer to Group Number 06 (Front Suspension-Steering) of the GM Parts Catalog. Previously, to correct a pinion seal leak or squeak, the steering gear assembly had to be replaced because the pinion stub shaft bearing, seal and seal retainer were not serviceable. Technicians may now order the kit instead of replacing the steering gear assembly. Disclaimer OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 2575 Radiator Cooling Fan: Service and Repair Cooling Fan and Shroud Replacement (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the coolant. 2. Remove the left headlamp. 3. Remove the right headlamp. 4. Remove the upper transmission oil cooler pipe from the radiator. 5. Loop a rope around each of the upper 2 tabs of the condenser and tie a rope around the upper tie bar. 6. Remove the upper radiator support bracket bolts. 7. Remove the upper radiator support brackets. Page 194 8.5. Close the luggage compartment floor. 9. Fold down the left-hand rear side hatch in the luggage compartment. 10. M03: Replace the optic cable on the left-hand rear side: 10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A). 10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable. 10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the connector and disconnect the optic cable coming from the OnStar(R) control modules. Page 1068 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Suspension - Revised/New Rear Suspension Tightening Spec Front Steering Knuckle: Technical Service Bulletins Suspension - Revised/New Rear Suspension Tightening Spec Bulletin No.: 05-03-09-006 Date: May 19, 2005 SERVICE MANUAL UPDATE Subject: Revised and New Rear Suspension Tightening Specifications Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 This bulletin is being issued to revise and add tightening specifications in the Rear Suspension sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. These tightening specifications have been revised: Support Assembly to Body Bolts - Final Pass +60 degrees Toe Link to Steering Knuckle Bolt - First Pass 110 N.m (81 lb ft)/Final Pass - +70 degrees The following specification has been added: Toe Link to Support Bolt - 110 N.m (81 lb-ft) Disclaimer Page 4224 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 3910 2. Lubricate the new injector O-rings (2, 4) with clean engine oil. 3. Install the fuel injector upper O-ring (2). 4. Install the fuel injector lower O-ring (4). 5. Install the fuel injector (3) to the fuel rail. 6. Install the fuel injector retaining clip (1). 7. Install the fuel rail. Page 24 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 8388 networks, and will not require an upgrade in connection with the cellular industry's transition to the digital network. In order to verify the type of OnStar(R) Hardware in a vehicle, type the VIN into the VIN look-up tool, which is available at the OnStar(R) Online Enrollment website within GM GlobalConnect (for U.S. dealers) or InfoNet (for Canadian dealers). Disclaimer Page 4020 10. Install the other end of the ground strap to the coil as shown and secure using a new bolt, P/N 11588715. 11. Install the other three ignition coil bolts. Tighten Tighten the bolts to 10 Nm (89 lb in). 12. Connect the right side spark plug wires to the ignition coil. 13. Connect the left side spark plug wires to the ignition coil. 14. Connect the ignition coil electrical connector. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF) ............................................................................................................................................. 384-425 kPa (50-60 psi) Page 7065 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 407 ^ For U.S. Saturn retailer claim submission, use Net Item code "M" and Case Type VW. Page 5987 Fuse Block - Rear C3 Part 2 Page 3974 5. Disengage the fuel feed line from the retaining features built into the fuel tank. 6. Using the J 45722 tool and a long breaker-bar, unlock the fuel sender lock ring. 7. Remove the sender unit and check for possible interference between the internal vent tube and the sender float arm. 8. Take the sender vent line and turn it around to the side of the fuel tank sender. Make sure to rotate the vapor line to the spring guide bar. Important Cut off ANY excess tie strap. Make sure material doesn't fall into the fuel tank. 9. Add tie strap, GM P/N 12337820 (note that this is a fuel compatible material), to prevent the vapor line from rotating forward and allowing the pipe to interfere with the fuel level float. 10. Install an O-ring seal, GM P/N 22682111, onto the fuel sender. 11. Install the fuel sender assembly into the fuel tank. 12. Using the J 45722, install the fuel sender lock ring. Turn the fuel sender lock ring in a clockwise direction. 13. Turn the lock ring until the ring seats on the second detent. 14. Engage the fuel feed line to the retaining features built into the fuel tank. 15. Connect the EVAP vapor line quick connect fittings. Refer to Plastic Collar Quick Connect Fitting Service in SI. 16. Connect the fuel pressure sensor and sender electrical connections. 17. Install the fuel tank. Refer to Fuel Tank Replacement in SI. Page 6246 Page 3932 Steps 11 - 13 Page 7275 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 7498 Evaporator Core: Service and Repair EVAPORATOR CORE REPLACEMENT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. See: Housing Assembly HVAC/Service and Repair 2. Remove the lower center floor air outlet duct. 3. Remove the upper center floor air outlet duct screws. 4. Remove the upper center floor air outlet duct. 5. Remove the air inlet assembly screws. 6. Remove the air inlet assembly. Page 4350 Page 2785 For vehicles repairs under warranty, use the table. Disclaimer Page 8266 Page 8478 4.2. Release the back end of the connector (C) and remove from the contact rail (D). 4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.5. Assemble the contact rail and end. 4.6. Connect connector (A) and secure the cable using a cable tie (B). 5. Assemble the gear shift housing (A). AUT: Connect connector (B). 6. Assemble the center console, see WIS - Body - Interior. 7. Remove the OnStar(R) control module and secure the cable harness: 7.1. 5D: Remove the right-hand cover from the luggage compartment floor. Page 6082 Multiple Junction Connector: Diagrams C100 Engine Harness To Automatic Transmission Harness Part 1 Page 5413 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Testing and Inspection Steps 1-7 Page 880 Left Front Door Page 3579 Body Control Module: Removal and Replacement BODY CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the right console trim panel. 3. Remove the body control module (BCM) screws. 4. Remove the BCM wire harness connectors. 5. Remove the BCM. INSTALLATION PROCEDURE 1. Install the BCM. 2. Install the BCM wire harness connectors. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the BCM screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the right console trim panel. 5. Connect the negative battery cable. 6. For a new or remanufactured BCM, program the BCM. Refer to Body Control Module (BCM) Programming/RPO Configuration. See: Testing and Inspection/Programming and Relearning Page 7927 Seat Belt Buckle: Service and Repair Center Rear (Extended Sedan) SEAT BELT BUCKLE REPLACEMENT - CENTER REAR (EXTENDED SEDAN) REMOVAL PROCEDURE 1. Remove the 40% side rear seat. 2. Remove the anchor from the center seat belt buckle. 3. Remove the center seat belt buckle from the seat assembly. INSTALLATION PROCEDURE 1. Install the center seat belt buckle to the seat assembly. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the anchor to the outer seat belt buckle. Tighten Tighten the anchor to 35 N.m (25 lb ft). 3. Install the 40% side rear seat. Page 3927 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Page 3300 Powertrain Control Module (PCM) C3 Part 2 Page 3056 Knock Sensor (KS)2 Page 2427 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure ABS Automated Bleed Procedure Brake Bleeding: Service and Repair ABS Automated Bleed Procedure ABS Automated Bleed Procedure Bleeding the ABS System Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Perform a manual or pressure bleeding procedure. If the desired brake pedal height results are not achieved, perform the automated bleed procedure below. The procedure cycles the system valves and runs the pump in order to purge the air from the secondary circuits normally closed off during normal base brake operation and bleeding. The automated bleed procedure is recommended when air ingestion is suspected in the secondary circuits, or when the BPMV has been replaced. Automated Bleed Procedure Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing the EXIT button No further Scan Tool prompts pertaining to the Auto Bleed procedure will be given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid causing damage to components and painted surfaces. 1. Raise the vehicle on a suitable support. 2. Remove all four tire and wheel assemblies. 3. Inspect the brake system for leaks and visual damage. 4. Inspect the battery state of charge. 5. Install a scan tool. 6. Turn ON the ignition, with the engine OFF. 7. With the scan tool, establish communications with the EBCM. Select Special Functions. Select Automated Bleed from the Special Functions menu. 8. Bleed the base brake system. 9. Follow the scan tool directions until the desired brake pedal height is achieved. 10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: ^ If a DTC is detected, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information to diagnose the appropriate DTC. ^ If the brake pedal feels spongy, perform the conventional brake bleed procedure again. 11. When the desired pedal height is achieved press the brake pedal in order to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. Page 4769 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 4535 For vehicles repaired under warranty, use the table. Disclaimer Page 804 Above Brake Pedal Page 2645 24. Remove the lower radiator support bracket bolts. 25. Remove the lower radiator support brackets. 26. Remove the radiator lower mounts. 27. Remove and discard the condenser mounting bolts from the radiator. 28. Push upward on the radiator and downward on the condenser to unsnap the condenser mounting tabs from the radiator clips. 29. Remove and discard the condenser mounting nuts from the radiator. Page 1070 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 5152 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 3369 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 3570 Steps 1-3 Page 7623 HVAC Control Module C1 - Part 2 Page 6330 Fuse Block - Underhood C2 Part 4 Page 464 Seat Heater Control Module: Diagrams Heated Seat Control Module - Passenger Heated Seat Control Module - Passenger, C1 (With RPO Code KA1) Page 5728 Negative: Service and Repair Replacement procedure BATTERY NEGATIVE CABLE REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the bolt retaining the negative cable to the core support. 3. Remove the tape holding the positive cable and ground strap to the negative cable. 4. Remove the negative cable from the retainers. 5. Raise the vehicle. Refer to Vehicle Lifting. 6. Remove the lower closeout panel. 7. Remove the front transmission mount. 8. Remove the nut retaining the ground cable to the bellhousing stud. 9. Remove the ground cable. INSTALLATION PROCEDURE 1. Install the ground cable. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the nut to retain the ground cable to the bellhousing stud. Tighten Tighten the ground cable nut to 25 N.m (18 lb ft). 3. Install the front transmission mount. 4. Install the lower closeout panel. 5. Lower the vehicle. 6. Install the negative cable to the retainers. Page 5639 13. Disconnect the brake pedal pushrod retaining clip (1) the wave washers (2) and the brake booster pushrod (3) from the brake pedal pin (4). Tilt the vacuum brake booster slightly in order to work the booster pushrod off the brake pedal pin. Do not apply excessive side pressure on the pushrod. 14. Remove the booster from the vehicle. Installation Procedure 1. Install the booster to the vehicle. 2. Tilt the vacuum brake booster slightly in order to work the booster pushrod onto the brake pedal pin. Do not apply excessive side pressure on the pushrod. Align the pushrod with the pedal and assemble. 3. Connect the brake pedal pushrod retaining clip (1) the wave washers (2) and the brake booster pushrod (3) to the brake pedal pin (4). Notice: Refer to Fastener Notice in Service Precautions. Page 1910 Location View Location View Page 473 2. Install the fastener to the heated seat control module. 3. Connect the electrical connection to the heated seat control module. 4. Install the front seat. 5. Verify that the heated seat works correctly. Page 1586 Spark Plug: Service and Repair SPARK PLUG REPLACEMENT REMOVAL PROCEDURE NOTE: Observe the following service precautions: Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. - Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. - Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. If you are replacing the engine left bank spark plugs, remove the air cleaner intake duct. 2. Remove the spark plug wires from the spark plugs. 3. Remove the spark plugs from the engine. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. 1. Gap the spark plugs to the specifications. Refer to Ignition System Specifications. NOTE: Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque specifications carefully. Over or under-tightening can also cause severe damage to engine or spark plug. 2. Install the spark plugs to the engine. Tighten If installing the spark plugs to a new cylinder head tighten the plugs to 20 N.m (15 lb ft). - If installing the spark plugs to an existing cylinder head tighten the plugs to 15 N.m (11 lb ft). Service and Repair Parking Brake Warning Switch: Service and Repair Park Brake Warning Lamp Switch Replacement Removal Procedure 1. Remove the closeout panel. 2. Disconnect the electrical connector from the park brake warning lamp switch. 3. Remove the park brake warning lamp switch screw (3). 4. Remove the park brake warning lamp switch (2) from the park brake pedal assembly (1). Installation Procedure Page 335 2007 Model Year Vehicles and Newer all have Digital OnStar(R) Modules. Part 1 OnStar(R) Description and Operation This OnStar(R) digital system consists of the following components: ^ Vehicle Communication Interface Module (VCIM) ^ OnStar(R) button assembly ^ Microphone ^ Cellular antenna ^ Navigation antenna Note This system also interfaces with the factory installed vehicle audio system. Vehicle Communication Interface Module (VCIM) The vehicle communication interface module (VCIM) is a cellular device that allows the user to communicate data and voice signals over the national cellular network. Power is provided by a dedicated, fused B+ circuit. Ground is provided through the vehicle wiring harness attached to the module. The ignition state is determined by the VCIM through serial data messaging. Dedicated circuits are used to connect the VCIM to a microphone, the button assembly, and to command the status LED. The VCIM communicates with the rest of the vehicle modules using the serial data bus. The module houses 2 technology systems, one to process GPS data, and another for cellular information. The cellular system connects the OnStar(R) system to the cellular carrier's communication system by interacting with the national cellular infrastructure. The module sends and receives all cellular communications over the cellular antenna and cellular antenna coax. GPS satellites orbiting earth are constantly transmitting signals of their current location. The OnStar(R) system uses the GPS signals to provide location on demand. The module also has the capability of activating the horn, initiating door lock/unlock, or activating the exterior lamps using the serial data circuits. These functions can be commanded by the OnStar(R) Call Center per: a customer request. OnStar(R) Button Assembly The OnStar(R) button assembly may be part of the rearview mirror, or a separate, stand alone unit. The button assembly is comprised of 3 buttons and a status LED. The buttons are defined as follows: ^ The answer/end call button, which is black with a white phone icon, allows the user to answer and end calls or initiate speech recognition. ^ The blue OnStar(R) call center button, which displays the OnStar(R) logo, allows the user to connect to the OnStar(R) call center. ^ The emergency button, which displays a white cross with a red background, sends a high priority emergency call to the OnStar(R) call center when pressed. The VCIM supplies 10 volts to the OnStar(R) button assembly on the keypad supply voltage circuit. When pressed, each button completes a circuit across a resistor allowing a specific voltage to be returned to the VCIM on the keypad signal circuit. Depending upon the voltage range returned the VCIM is able to identify which button has been pressed. The OnStar(R) status LED is located with the button assembly. The LED is green when the system is ON and operating normally. When the status LED is green and flashing, it is an indication that a call is in progress. When the LED is red, this indicates a system malfunction is present. In the event there is a system malfunction and the OnStar(R) system is still able to make a call, the LED will flash red during the call. If the LED does not illuminate, this may indicate that the customers OnStar(R) subscription is not active or has expired. Push the blue OnStar button to connect to an advisor who can then verify the account status. Each LED is controlled by the VCIM over dedicated LED signal circuits. Ground for the LED is provided by the wiring harness attached to the button assembly. A/T - Wind Whistle Noise in Passenger Compartment Shift Cable: All Technical Service Bulletins A/T - Wind Whistle Noise in Passenger Compartment Bulletin No.: 04-07-30-027 Date: May 27, 2004 TECHNICAL Subject: Whistle/Wind Noise In Passenger Compartment Of Vehicle Near Shifter/Floor Console Area (Replace Automatic Transmission Shift Cable) Models: 2004 Chevrolet Malibu/Malibu Maxx Built Prior To VIN Breakpoint 4F152173 Condition Some customers may comment on a noise in the passenger compartment that may sound like air being blown through a small hole. The noise may be more noticeable in the shifter/floor console area of the vehicle. Cause The cause may be normal transmission noise transmitted into the vehicle through the automatic transmission shift cable. Correction Follow the service procedure below to correct this condition: 1. Open the hood and install fender covers. 2. Remove the console. 3. Using a J 36346, disconnect the shifter cable from the control assembly pin. 4. Remove the shifter cable from the control assembly. 5. Remove the driver's side under dash close out panel. 6. Reposition the carpet on the left side of the center console mounting bracket near the accelerator pedal. 7. Remove the two bolts retaining the dash center support to the floor pan on the left side. 8. Reposition the left side of the dash center support bracket away from the bracket mounted to the floor pan to gain clearance to remove the shift cable from the vehicle. 9. Reposition the insulator on the bulk head around the shift cable. 10. Pull the shift cable seal out of the bulk head. 11. Reposition the coolant reserve/surge tank. 12. Remove the shift cable form the transmission shift lever. 13. Remove the metal retaining clip from the shift cable at the shift cable bracket. 14. Remove the shift cable from the bracket. 15. Remove the shift cable from the vehicle. 16. Install the new shift cable, P/N 10358324, through the bulk head from inside of the vehicle. 17. Seat the shift control cable seal into the bulk head. 18. Install the shift cable into the cable bracket on the transmission. Page 198 1. Remove the ground cable from the battery's negative cable. 2. Remove the center console, see WIS - Body - Interior. 3. Loosen the gear shift housing (A). AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws. 4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and secure the cable. 4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B). Page 4116 Crankshaft Position (CKP) Sensor Page 6862 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 4850 4. Disconnect the park lock cable assembly from the pin on the control assembly. 5. Remove the indicator bulb by rotating the bulb a quarter turn and pulling out. Page 814 Instrument Panel Page 3407 Information Bus: Scan Tool Testing and Procedures DATA LINK REFERENCES Page 3230 Body Control Module - C4 Part 5 Page 4591 Disclaimer Page 2579 2. Install the transmission oil cooler pipes. 3. Install the lower transmission oil cooler pipe to the radiator. 4. Install the transmission oil cooler pipe clip to the fan shroud. 5. Install both transmission oil cooler pipes to the transmission. Notice: Refer to Fastener Notice in Service Precautions. 6. Install the transmission oil cooler pipe attachment nut to the transmission. ^ Tighten the nut to 7 Nm (62 inch lbs.). Page 8035 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 1039 Page 1147 Top Right Side Of Engine Page 1741 19. Remove the liquid line. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 20. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. 3. Install the liquid line. 4. Raise the vehicle. Refer to Vehicle Lifting. Service and Repair Service Port HVAC: Service and Repair SERVICE PORT VALVE CORE REPLACEMENT TOOLS REQUIRED - J 39400-A Halogen Leak Detector - J 46246Valve Core Removal Tool REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the service port valve core using J 46246 or equivalent. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the service port valve core using J 46246 or equivalent. Tighten Tighten the service port valve core to 2.5 N.m (22 lb in). 2. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 3. Leak test the fittings using the J 39400-A. Page 4308 Page 6245 Page 3309 Engine Control Module: Description and Operation Throttle Actuator Control (Tac) System POWERTRAIN CONTROL MODULE The PCM determines the drivers intent and then calculates the appropriate throttle response. This information is sent to the TAC module through a dedicated serial data line. Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 4222 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. A/T Shift Lock Control Assembly Page 1378 Page 2339 Oil Filter Adapter: Service and Repair Oil Filter Adapter and Bypass Valve Assembly Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the on filter. 3. Remove the oil filter adapter and gasket. 4. Remove the oil filter bypass hole plug. Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 146 Check - Vehicle. The Diagnostic System Check will provide the following information: ^ The identification of the control modules which command the system ^ The ability of the control modules to communicate through the serial data circuit ^ The identification of any stored diagnostic trouble codes (DTCs) and their status The use of the Diagnostic System Check will identify the correct procedure for diagnosing the system and where the procedure is located. Visual/Physical Inspection Perform the following visual inspections; ^ Inspect for aftermarket devices which could affect the operation of the Radio/Audio System. Refer to Checking Aftermarket Accessories in SI. ^ Inspect the easily accessible and visible system components for obvious damage or conditions which could cause the symptom. Intermittent Conditions Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections in SI. Symptom List Page 3968 Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 886 Rear Compartment/Liftgate Release Switch Page 8000 Locations Oxygen Sensor: Locations Top Rear Of Engine Page 2235 6. Release the valve spring using the J 38606. 7. Ensure the valve locks are seated. 8. Release the air pressure and remove the J 22794 from the spark plug port. 9. Install the valve rocker arm. 10. Install the spark plug. Page 5765 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 2107 Disclaimer Page 4279 Disclaimer Page 7153 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 7789 Impact Sensor: Diagrams Inflatable Restraint Front End Sensor - Left Page 670 Body Control Module - C4 Part 5 Page 2849 Body Control Module - C3 Part 2 Page 6248 Page 5285 Important: Do not reuse the position sensor bolt. Always use a new bolt when installing a brake pedal position sensor. 1. Install the brake pedal position sensor and the bolt to the brake pedal bracket. Tighten Tighten the bolt to 2 Nm (18 lb in). 2. Install the electrical connector to the position sensor. 3. Install the steering wheel stub shaft to the steering column. 4. Install the closeout panel. 5. Calibrate the position sensor. See: Testing and Inspection/Programming and Relearning Page 144 these systems will then completely power OFF. OnStar(R) Module Expected Current Draw The expected current draw of the OnStar(R) module in various ignition modes are as follows: ^ Ignition ON ‐ 240 to 400 mA ^ Ignition OFF ‐ 3 to 20 mA for 48 hours ^ Ignition OFF ‐ 0.2 to 0.8 mA after 48 hours (120 hours on specified vehicle communication platforms (VCPs)). Note During extended voltage testing for battery parasitic draw, it is possible to observe a voltage spike caused by the following: ^ A cellular registration call that was triggered by the local cellular system. ^ The OnStar(R) system has set a monthly trigger for a vehicle data upload call for the OnStar(R) Vehicle Diagnostic E‐mail upload. OnStar(R) System States of Readiness The OnStar(R) system will use the following 4 states of readiness, depending upon the type of cellular market the vehicle is in when the ignition is turned OFF. ^ High power ^ Low power ^ Sleep ^ Digital standby The high power state is in effect whenever the ignition is in the ON or RUN position, retained accessory power (RAP) is enabled, and/or the OnStar(R) system is sending or receiving calls or when the system is performing a remote function. The low power state is in effect when the OnStar(R) system is idle with the ignition in the ON or RUN position, or with RAP enabled. The sleep state is entered after the vehicle has been shut OFF and the RAP has timed out. At a predetermined time recorded within the VCIM, the system re-enters the low power state to listen for a call from the OnStar(R) Call Center for 1 minute. After this interval, the system will again return to the sleep state for 9 minutes. If a call is sent during the 1 minute interval, the OnStar(R) system will receive the call and immediately go into the high power mode to perform any requested functions. If a call is not received during the 1 minute interval, the system will go back into the sleep mode for another 9 minutes. This process will continue for up to 48 hours, after which the OnStar(R) system will turn OFF until the ignition is turned to the ON or RUN position. The digital standby power state is entered after the vehicle has been shut off and the RAP has timed out while in a digital cellular area. When in digital standby mode, the OnStar(R) module is able to perform all remote functions as commanded by an OnStar(R) advisor at any time, for a continuous 48 hours. After 48 hours, the OnStar(R) module will go into sleep mode until a wake up signal from the vehicle is seen by the CIM. If the OnStar module loses the digital cellular signal it will revert to analog mode and follow the standard sleep state (9 minutes OFF, 1 minute standby) based on the time of the GPS signals, this will continue until a digital cellular signal is again received. If the OnStar(R) system loses battery power while the system is in a standby or sleep mode, the system will remain OFF until battery power is restored and the ignition is turned to the ON or RUN position. Deactivated OnStar(R) Accounts In the event that a customer has not upgraded their vehicle to a digital system, the account has been deactivated. The customers have been previously notified of the steps required to upgrade their vehicles. After the OnStar(R) account has been deactivated, customers will experience the following: ^ The OnStar(R) status LED will not illuminate ^ The OnStar(R) system will NOT attempt to connect to the OnStar(R) Call Center in the event of a collision or if the vehicle's front air bags deploy for any other reason. ^ An emergency button press will result in a demo message being played, indicating the service has been deactivated and needs to be upgraded. Page 4786 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 1949 Disclaimer A/T - Fluid Pan Magnet Upgrade Fluid Pan: Technical Service Bulletins A/T - Fluid Pan Magnet Upgrade INFORMATION Bulletin No.: 08-07-30-040B Date: May 05, 2009 Subject: Information on Normal Maintenance or Warranty Service for 4T40, 4T45, 4T65, 4L60 Automatic Transmission Oil Pan Magnet Upgrade Models: 2002-2009 GM Passenger Cars and Light Duty Trucks Equipped With the Following Transmissions: 4T40-E or 4T45 HYDRA-MATIC(R) Automatic Transmission (RPOs MN4, MN5, ME7) 4T65 Transmission (RPO M15 and MN7) 4L60 Transmission and Derivatives (RPO M30 is 4L60, M32 is 4L65, M70 is 4L70) Attention: Do not remove the transmission oil pan unless normal maintenance or diagnosis of a customer concern requires it. .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to add 4T65 and 4L60 transmissions. Please discard Corporate Bulletin Number 08-07-30-040A (Section 07 - Transmission/Transaxle). .............................................................................................................................................................. .................................................................................. A new transmission oil pan magnet, P/N 29535617, was released for service. The current square transmission oil pan magnet may become saturated with normal ferrous sediment and the Pressure Control Solenoid (PCS) is now collecting ferrous sediment, making it vary from design. For a given current the PCS electromagnet is stronger, causing the line pressure to be less than needed. When checking PCS line pressure (refer to Line Pressure Check in SI) and it shows that the line pressure is lower than required (refer to Current-Amps/Line Pressure Chart in SI), for a given current at the PCS or the transmission oil pan was removed (for either normal maintenance or warranty service), only then should the transmission oil pan magnet be upgraded. 1. Remove and discard the original square transmission oil pan magnet and install a new one in the current location (See graphics below for the correct application). 2. Install the second new transmission oil pan magnet in the following location as shown in the illustration. 4T40 & 4T45 4T65E Page 2222 Important: Apply sealant GM P/N 12378521 (Canadian P/N 88901 148), or equivalent' at the cylinder head to lower intake manifold joint. 1. Apply sealant at the cylinder head to lower intake manifold joint at the rear of the lower intake manifold (1). 2. Install the right valve rocker arm cover. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the valve rocker arm cover bolts. ^ Tighten the bolts to 10 Nm (89 inch lbs.). 4. Install the vacuum hose to the grommet in the right valve rocker arm cover. 5. Install the ignition coil bracket studs. 6. Install the ignition coil bracket with coils. 7. Install the EVAP purge valve. 8. Connect the vacuum hoses to the EVAP purge valve. 9. Install the right spark plug wires. 10. Install the generator bracket. Page 3027 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAF) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the positive crankcase ventilation fresh air tube from the air cleaner intake duct. 2. Disconnect the mass air flow (MAF) sensor electrical connector. 3. Loosen the clamps and remove the air cleaner intake duct with the MAF sensor from the throttle body and the air cleaner housing cover. 4. Loosen the clamp and remove the MAF sensor from the air cleaner intake duct. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the MAF sensor to the air cleaner intake duct. Tighten Tighten the clamp to 2 N.m (18 lb in). 2. Install the air cleaner intake duct with the MAF sensor to the throttle body and the air cleaner housing cover. Tighten Tighten the clamps to 2 N.m (18 lb in). 3. Connect the MAF sensor electrical connector. 4. Install the positive crankcase ventilation fresh air tube to the air cleaner intake duct. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 3476 Disclaimer Page 5402 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 5069 Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Page 3283 Electronic Throttle Actuator: Description and Operation THROTTLE ACTUATOR CONTROL (TAC) SYSTEM DESCRIPTION PURPOSE The throttle actuator control (TAC) system delivers improved throttle response and greater reliability and eliminates the need for mechanical cable. The TAC system performs the following functions: Accelerator pedal position sensing - Throttle positioning to meet driver and engine demands - Throttle position sensing - Internal diagnostics - Cruise control functions - Manage TAC electrical power consumption The TAC system includes the following components: The accelerator pedal position (APP) sensors - The throttle body assembly - The powertrain control module (PCM) ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains two individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The PCM provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors provide the PCM with signal voltage proportional to the pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied. THROTTLE BODY ASSEMBLY The throttle assembly contains the following components: The throttle blade - The throttle actuator motor - The throttle position (TP) sensor 1 and 2 - The TAC module The throttle body functions similar to a conventional throttle body with the following exceptions: An electric motor opens and closes the throttle valve. - The TAC module is located within the throttle body assembly. - The throttle blade is spring loaded in both directions and the default position is slightly open. - There are 2 individual TP sensors within the throttle body assembly. The TP sensors are used to determine the throttle plate angle. The TP sensors provide the PCM with a signal voltage proportional to throttle plate movement. Both TP sensor signal voltages are low at closed throttle and increase as the throttle opens. THROTTLE ACTUATOR CONTROL MODULE The TAC module is the control center for the TAC system. The TAC system uses Electronically Erasable Programmable Read Only Memory and is self-diagnosing. The TAC module provides diagnostic information to the PCM through a dedicated serial data line. The TAC achieves throttle positioning by providing a pulse width modulated voltage to the TAC motor as directed by the PCM. The TAC module is not serviced and just be replaced with the throttle body assembly. POWERTRAIN CONTROL MODULE The PCM determines the drivers intent and then calculates the appropriate throttle response. This information is sent to the TAC module through a dedicated serial data line. MODES OF OPERATION Normal Mode During the operation of the TAC system, several modes or functions are considered normal. The following modes may be entered during normal operation: - Minimum pedal value-At key-up the PCM updates the learned minimum pedal value. - Minimum TP values-At key-up the PCM updates the learned minimum TP value. In order to learn the minimum TP value, the throttle blade is moved to the closed position. - Ice break mode-If the throttle is not able to reach a predetermined minimum throttle position, the ice break mode is entered. During the ice break mode, the PCM commands the maximum pulse width several times to the throttle actuator motor in the closing direction. Page 848 Power Seat Switch: Removal and Replacement Seat Switch Replacement - Power Removal Procedure 1. Remove the outer trim panel from the seat cushion. 2. Disconnect the electrical connector. 3. Remove the power seat switch from the outer trim panel. Installation Procedure Page 5553 Installation Procedure 1. Inspect the caliper slide boots for cuts, tears, or deterioration. If damaged, replace the slides and boots. 2. Install the brake caliper to the brake caliper bracket. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the 2 brake caliper pin bolts. ^ Tighten the brake caliper pin bolts to 35 Nm (26 ft. lbs.). 4. Install the park brake cable to the caliper. 5. Remove the caps or plugs from the brake caliper opening and the brake hose. Interior - Rattle/Buzz From Instrument Panel Evaporator Case: Customer Interest Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Page 4428 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 8041 Accessory Delay Module: Description and Operation RETAINED ACCESSORY POWER (RAP) DESCRIPTION AND OPERATION SERIAL DATA CONTROL OF RETAINED ACCESSORY POWER (RAP) The modules receive the power mode message from the body control module (BCM) over the serial data circuits, indicating when the retained accessory power (RAP) power mode is current. The BCM monitors the ignition switch position, battery condition and passenger compartment doors status to determine whether RAP should be initiated. The modules then support the operation of the systems under their control as required by their RAP power mode operation. RAP will end when one of the following conditions is met: The BCM receives an input indicating the opening of any compartment door. - The BCM internal timer for the RAP expires after approximately 10 minutes. - The BCM detects a decrease in battery capacity below a prescribed limit. - The Radio uses an exclusive RAP message that can not be circumvented by any door but the drives door. The BCM then sends a serial data power mode message ending the RAP function. The radio is the only module that is controlled by the serial data circuits. RELAY CONTROL OF RETAINED ACCESSORY POWER (RAP) The body control module (BCM) keeps the accessory relay energized during all power modes, except Off-Awake and Crank. The devices powered by the accessory relay during the retained accessory power (RAP) power mode are the sunroof and windows. Page 7766 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 4 Page 3383 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 4143 - Reduced ignition system voltage output - Weak coils - Worn ignition wires - Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. - Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 5850 Page 2691 Notice: Refer to Fastener Notice in Service Precautions. 2. Install the water pump bolts. ^ Tighten the bolts to 10 Nm (89 inch lbs.). 3. Install the water pump pulley and bolt until snug. 4. Install the drive belt. 5. Tighten the water pump pulley bolts. ^ Tighten the bolts to 25 Nm (18 ft. lbs.). 6. Fill the cooling system. 7. Inspect for leaks. Page 4478 Disclaimer Page 6072 C315 Video Screen Harness To DVD Jumper Harness Page 6240 Page 354 Conditions for Running the DTC Ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTC The VCIM does not detect the presence of a cellular antenna for more than 1 second. Action Taken When the DTC Sets The vehicle is unable to connect to the OnStar(R) Call Center. The OnStar(R) status LED turns red. Conditions for Clearing the DTC The VCIM detects the presence of a cellular antenna. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Perform a visual inspection as shown above in order to verify that the cellular antenna and the cellular antenna coupling assembly are not damaged. If any components are damaged replace the assembly. DTC B2476 or B2482 DTC Descriptors Locations Neutral Safety Switch: Locations Left Rear Of Engine Page 6156 8. Use a flat-bladed tool to remove the locking pins from the body harness connector. 9. Disconnect the body harness connector. 10. Disconnect the remaining wiring harness connectors from the junction block. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center harness connectors into the electrical center. 2. Install the locking pin to the power supply connector NOTE: Refer to Fastener Notice in Cautions in Notices. 3. Install the bolts retaining the engine, I/P, and forward lamp wiring harness connectors to the junction block. Page 10 Page 4132 Lower Left Front Of Engine Description and Operation Fuel Pump Pickup Filter: Description and Operation FUEL STRAINER The fuel strainer attaches to the lower end of the fuel sender. The fuel strainer is made of woven plastic. The functions of the fuel strainer are to filter contaminants and to wick fuel. The fuel strainer is self-cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Page 1669 1. Install a new filter neck seal. A large socket can be used as an installation tool as shown. Two mallets can be used as well. 2. Coat the new filter O-ring seal with a small amount of petroleum jelly, and install the filter into the case. Notice: Push straight down on the center of the oil level control valve in order to prevent damage to the case bore. 3. Install the oil level control valve. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the oil pan gasket, the oil pan, and hand start the oil pan bolts. Tighten the oil pan bolts to 12 Nm (9 ft. lbs.). 5. Lower the vehicle. 6. Refill transaxle using DEXRON-III P/N 21019223 or equivalent oil to the specified refill capacity. ^ The bottom pan removal capacity is approximately 6.5 Liters (6.9 quarts). ^ The complete overhaul capacity is approximately 9 Liters (9.5 quarts). ^ The dry capacity is approximately 12.2 Liters (12.9 quarts). 7. Start the engine. Warm up the transaxle and check for leaks. 8. Check for proper fluid level. Page 5357 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding Manual Hydraulic Brake System Bleeding (Manual) Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to catch brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, or if you have disconnected the brake pipes from the proportioning valve assembly or the brake modulator assembly, you must perform the following steps to bleed air at the ports of the hydraulic component: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the brake pipes installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, loosen and separate one of the brake pipes from the port of the component. For the proportioning valve assembly or the brake modulator assembly, perform these steps in the sequence of system flow; begin with the fluid feed pipes from the master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the component. 3.4. Connect the brake pipe to the component and tighten securely. 3.5. Have an assistant slowly press the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the component 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the component. 3.9. With the brake pipe installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, after all air has been purged from the first port of the component that was bled, loosen and separate the next brake pipe from the component, then repeat steps 3.3-3.8, until each of the ports on the component has been bled. 3.10. After completing the final component: port bleeding procedure, ensure that each of the brake pipe-to-component fittings are properly tightened. 4. Fill the brake master cylinder reservoir with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. Ensure that the brake master cylinder reservoir remains at least half-full during this bleeding procedure. Add fluid as needed to maintain the proper level. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 6. Install a transparent hose over the end of the bleeder valve. 7. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 8. Have an assistant slowly press the brake pedal fully and maintain steady pressure on the pedal. 9. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. 10. Tighten the bleeder valve, then have the assistant slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 8-10 until all air is purged from the same wheel hydraulic circuit. 12. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit, install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 13. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 14. With the left front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left front hydraulic circuit, install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 15. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 16. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 17. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 18. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 19. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 20. Slowly press and release the brake pedal. Observe the feel of the brake pedal. 21. If the brake pedal feels spongy, repeat the bleeding procedure again. If the brake pedal still feels spongy after repeating the bleeding procedure, Page 1278 Neutral Safety Switch: Service and Repair Park/Neutral Position (PNP) Switch Replacement Tools Required ^ J 41545 Park/Neutral Switch Aligner Removal Procedure 1. Apply the parking brake and place the control assembly in Neutral. The transaxle manual shaft must be in the Neutral position prior to installing the range switch. 2. Remove the shift control cable from the transaxle range switch lever. 3. Disconnect the electrical connectors from the transaxle range switch. 4. Remove the transaxle range switch lever nut and lever. Steering/Suspension - Vehicle Pull/Lead Diagnosis Alignment: Customer Interest Steering/Suspension - Vehicle Pull/Lead Diagnosis Bulletin No.: 04-03-06-001 Date: September 10, 2004 INFORMATION Subject: Vehicle Leads/Pulls Characteristics and Diagnosis Models: 2004-2005 Chevrolet Malibu and Malibu MAXX Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction Variability in the tire construction may produce lead/pull. The rear tires will not cause lead/pull. ^ Wheel alignment ^ Brake Drag ^ Unbalanced steering gear Visual/Physical Inspection ^ Inspect for aftermarket devices which could affect the operation of any of the suspension sub-systems. ^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. ^ Inspect for proper tire size and inflation pressure. ^ Inspect for abnormal tire wear. Vehicle Leads/Pulls Alignment Diagnosis and Repair Front cross-caster and front cross-camber are the only wheel alignment parameters that influence lead or pull. If the vehicle leads/pulls to the left after performing the steps listed in SI Document ID, and the front wheel alignment parameters are found to be in specification, adjust the front left and/or right camber to achieve a cross-camber of -0.50° to -0.75°. Refer to Front Camber Adjustment, SI Document. The cross-camber is the difference between the left side camber and the right side camber (cross-camber = LH camber-RH camber). Positive cross-camber may cause the vehicle to pull to the left. For example: If the vehicle pulls to the left, adjust the cross-camber more negative and vice-versa. Steering Position and Torque Sensor Calibration Important: ONLY perform the steering position sensor and torque sensor recalibration procedure after the tires, suspension and alignment specifications have been inspected and/or corrected and the vehicle still exhibits a lead or pull condition. Failure to do so may result in additional customer lead and or pull concerns. After inspecting the suspension, tires and alignment, and if the vehicle still leads or/pulls, it may be necessary to recalibrate the steering position sensor and torque sensor. Refer to Control Module Setup, SI Document ID. Page 175 Page 6854 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 7591 Refrigerant: Service and Repair REFRIGERANT RECOVERY AND RECHARGING TOOLS REQUIRED - J 43600 ACR 2000 Air Conditioning Service Center - J 45037 A/C Oil Injector CAUTION: Avoid breathing the A/C Refrigerant 134a (R-134a) and the lubricant vapor or the mist. Exposure may irritate the eyes, nose, and throat. Work in a well ventilated area. In order to remove R-134a from the A/C system, use service equipment that is certified to meet the requirements of SAE J 2210 (R-134a recycling equipment). If an accidental system discharge occurs, ventilate the work area before continuing service. Additional health and safety information may be obtained from the refrigerant and lubricant manufacturers. - For personal protection, goggles and gloves should be worn and a clean cloth wrapped around fittings, valves, and connections when doing work that includes opening the refrigerant system. If R-134a comes in contact with any part of the body severe frostbite and personal injury can result. The exposed area should be flushed immediately with cold water and prompt medical help should be obtained. NOTE: R-134a is the only approved refrigerant for use in this vehicle. The use of any other refrigerant may result in poor system performance or component failure. - To avoid system damage use only R-134a dedicated tools when servicing the A/C system. - Use only Polyalkylene Glycol Synthetic Refrigerant Oil (PAG) for internal circulation through the R-134a A/C system and only 525 viscosity mineral oil on fitting threads and O-rings. If lubricants other than those specified are used, compressor failure and/or fitting seizure may result. - R-12 refrigerant and R-134a refrigerant must never be mixed, even in the smallest of amounts, as they are incompatible with each other. If the refrigerants are mixed, compressor failure is likely to occur. Refer to the manufacturer instructions included with the service equipment before servicing. The J 43600 is a complete air conditioning service center for R-134a. The ACR 2000 recovers, recycles, evacuates and recharges A/C refrigerant quickly, accurately and automatically. The unit has a display screen that contains the function controls and displays prompts that will lead the technician through the recover, recycle, evacuate and recharge operations. R-134a is recovered into and charged out of an internal storage vessel. The ACR 2000 automatically replenishes this vessel from an external source tank in order to maintain a constant 5.45-6.82 kg (12-15 lbs) of A/C refrigerant. The ACR 2000 has a built in A/C refrigerant identifier that will test for contamination, prior to recovery and will notify the technician if there are foreign gases present in the A/C system. If foreign gases are present, the ACR 2000 will not recover the refrigerant from the A/C system. The ACR 2000 also features automatic air purge, single pass recycling and an automatic oil drain. Refer to the J 43600 ACR 2000 manual for operation and setup instruction. Always recharge the A/C System with the proper amount of R-134a. Refer to Refrigerant System Capacities for the correct amount. Service and Repair Power Trunk / Liftgate Lock Switch: Service and Repair REAR COMPARTMENT LID SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the door trim pad. 2. Remove the deck lid switch from the door trim panel by depressing the tabs on the switch and pulling straight out. 3. Disconnect the electrical connector from the switch. INSTALLATION PROCEDURE 1. Connect the electrical connector to the switch. 2. Install the deck lid switch to the door trim panel. 3. Install the door trim pad. Page 4432 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 383 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through the existing cable ties (C) if possible, otherwise, secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches lock. 6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring harness securing points and by the SRS unit (D). 6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel shelf. 6.15. Unplug the connectors (E) from the OnStar(R) control modules. 6.16. Remove the console (F) together with the OnStar(R) control modules. Page 5952 Auxiliary Power Outlet: Connector Views Auxiliary Power Outlet - Console (With RPO Code NW7, NW9) Page 8093 Global Positioning System Antenna: Service and Repair ANTENNA ASSEMBLY REPLACEMENT - CELLULAR AND NAVIGATION REMOVAL PROCEDURE 1. Lower the headliner. Refer to Headliner Replacement (Sedan)Headliner Replacement (Extended Sedan) in Interior Trim. 2. Disconnect the cables from the antenna. 3. Loosen the retaining nut until the antenna assembly can be pulled from the top of the roof. INSTALLATION PROCEDURE 1. Place the antenna assembly on the roof opening. NOTE: Refer to Fastener Notice in Service Precautions. 2. Tighten the retaining nut. Tighten Tighten the nut to 6 N.m (53 lb in). 3. Connect the antenna cables. 4. Install the headliner. Page 7134 Tires: Technical Service Bulletins Tires - Correct Inflation Pressure Information INFORMATION Bulletin No.: 00-00-90-002J Date: January 28, 2009 Subject: Information on Proper Tire Pressure Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3, H3T 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and clarify additional information. Please discard Corporate Bulletin Number 00-00-90-002I (Section 00 - General Information). Important: ^ Adjustment of tire pressure for a customer with a Low Tire Pressure Monitor (TPM) light on and no codes in the TPM system is NOT a warrantable repair. Claims to simply adjust the tire pressure will be rejected. ^ ALL tires (including the spare tire) MUST be set to the recommended inflation pressure stated on the vehicle's tire placard (on driver's door) during the PRE-DELIVERY INSPECTION (PDI). Recommended inflation pressure is not the pressure printed on tire sidewall. ^ Tires may be over-inflated from the assembly plant due to the mounting process. ^ Generally a 5.6°C (10°F) temperature change will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure change. ^ 2008-2009 HUMMER H2 Only - The H2 comes standard with Light Truck "D" Load Range tires with a recommended cold inflation pressure of 289 kPa (42 psi). These tires will alert the driver to a low pressure situation at roughly 262 kPa (38 psi) due to a requirement in FMVSS 138 which specifies a Minimum Activation Pressure for each tire type. This creates a relatively narrow window of "usable" pressure values and the warning will be more sensitive to outside temperature changes during the colder months. As with other cold temperature/tire pressure issues, there is nothing wrong with the system itself. If a vehicle is brought in with this concern, check for tire damage and set all tires to the Recommended Cold Inflation Pressure shown on the vehicle placard. Accurate tire pressures ensure the safe handling and appropriate ride characteristics of GM cars and trucks. It is critical that the tire pressure be adjusted to the specifications on the vehicle¡C■s tire placard during PDI. Ride, handling and road noise concerns may be caused by improperly adjusted tire pressure. The first step in the diagnosis of these concerns is to verify that the tires are inflated to the correct pressures. The recommended tire inflation pressure is listed on the vehicle¡C■s tire placard. The tire placard is located on the driver¡C■s side front or rear door edge, center pillar, or the rear compartment lid. Tip ^ Generally a 5.6°C (10°F) temperature increase will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure increase. ^ The definition of a "cold" tire is one that has been sitting for at least 3 hours, or driven no more than 1.6 km (1 mi). ^ On extremely cold days, if the vehicle has been indoors, it may be necessary to compensate for the low external temperature by adding additional air to the tire during PDI. ^ During cold weather, the Tire Pressure Monitor (TPM) indicator light (a yellow horseshoe with an exclamation point) may illuminate. If this indicator turns off after the tires warm up (reach operating temperature), the tire pressure should be reset to placard pressure at the cold temperature. ^ The TPM system will work correctly with nitrogen in tires. ^ The TPM system is compatible with the GM Vehicle Care Tire Sealant but may not be with other commercially available sealants. Important: ^ Do not use the tire pressure indicated on the tire itself as a guide. Page 7216 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Page 1374 Page 874 Sunroof / Moonroof Switch: Removal and Replacement Sunroof Switch Replacement Removal Procedure 1. Remove the overhead console cover. 2. Disconnect the electrical connector from the sunroof control switch. 3. Using a small flat-bladed tool disengage the sunroof control switch from the overhead console cover. Installation Procedure 1. Install the sunroof control switch into the overhead console cover. Press the switch into place until fully seated. 2. Connect the electrical connector to the sunroof control switch. Page 3501 For vehicles repairs under warranty, use the table. Disclaimer Page 142 2007 Model Year Vehicles and Newer all have Digital OnStar(R) Modules. Part 1 OnStar(R) Description and Operation This OnStar(R) digital system consists of the following components: ^ Vehicle Communication Interface Module (VCIM) ^ OnStar(R) button assembly ^ Microphone ^ Cellular antenna ^ Navigation antenna Note This system also interfaces with the factory installed vehicle audio system. Vehicle Communication Interface Module (VCIM) The vehicle communication interface module (VCIM) is a cellular device that allows the user to communicate data and voice signals over the national cellular network. Power is provided by a dedicated, fused B+ circuit. Ground is provided through the vehicle wiring harness attached to the module. The ignition state is determined by the VCIM through serial data messaging. Dedicated circuits are used to connect the VCIM to a microphone, the button assembly, and to command the status LED. The VCIM communicates with the rest of the vehicle modules using the serial data bus. The module houses 2 technology systems, one to process GPS data, and another for cellular information. The cellular system connects the OnStar(R) system to the cellular carrier's communication system by interacting with the national cellular infrastructure. The module sends and receives all cellular communications over the cellular antenna and cellular antenna coax. GPS satellites orbiting earth are constantly transmitting signals of their current location. The OnStar(R) system uses the GPS signals to provide location on demand. The module also has the capability of activating the horn, initiating door lock/unlock, or activating the exterior lamps using the serial data circuits. These functions can be commanded by the OnStar(R) Call Center per: a customer request. OnStar(R) Button Assembly The OnStar(R) button assembly may be part of the rearview mirror, or a separate, stand alone unit. The button assembly is comprised of 3 buttons and a status LED. The buttons are defined as follows: ^ The answer/end call button, which is black with a white phone icon, allows the user to answer and end calls or initiate speech recognition. ^ The blue OnStar(R) call center button, which displays the OnStar(R) logo, allows the user to connect to the OnStar(R) call center. ^ The emergency button, which displays a white cross with a red background, sends a high priority emergency call to the OnStar(R) call center when pressed. The VCIM supplies 10 volts to the OnStar(R) button assembly on the keypad supply voltage circuit. When pressed, each button completes a circuit across a resistor allowing a specific voltage to be returned to the VCIM on the keypad signal circuit. Depending upon the voltage range returned the VCIM is able to identify which button has been pressed. The OnStar(R) status LED is located with the button assembly. The LED is green when the system is ON and operating normally. When the status LED is green and flashing, it is an indication that a call is in progress. When the LED is red, this indicates a system malfunction is present. In the event there is a system malfunction and the OnStar(R) system is still able to make a call, the LED will flash red during the call. If the LED does not illuminate, this may indicate that the customers OnStar(R) subscription is not active or has expired. Push the blue OnStar button to connect to an advisor who can then verify the account status. Each LED is controlled by the VCIM over dedicated LED signal circuits. Ground for the LED is provided by the wiring harness attached to the button assembly. Page 6460 C600 Body Harness To Right Front Door Harness Part 1 Page 3627 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 6945 For vehicles repaired under warranty, use the table. Disclaimer Steering - Increased Cold Start Up Steering Effort Ignition Coil: All Technical Service Bulletins Steering - Increased Cold Start Up Steering Effort Bulletin No.: 05-02-32-001C Date: January 17, 2007 TECHNICAL Subject: Increased Steering Effort on Cold Start-up (Replace Lower Control Arms) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to revise the labor time information. Please discard Corporate Bulletin Number 05-02-32-001B (Section 02 - Steering). Condition Some customers may comment on increased steering effort for a few seconds just after starting the vehicle. This condition occurs when the outside temperatures are under 10°F (-12°C). This condition is short in duration and does not set a code. In many instances, it will not be possible to duplicate the customer's concern unless temperatures are below 10°F (-12°C). Cause This condition may be caused by additional resistance in the lower control arm ball stud when cold. Correction To aid in installation of the lower control arms, loosely start all bolts to hold the assembly in place and then tighten to the correct torque specification. On the right side of the vehicle, it is necessary to remove the wheel well splash shield and the engine splash shield. REPLACE BOTH FRONT SUSPENSION LOWER CONTROL ARMS. Refer to Lower Control Arm Replacement in SI. Parts Information Warranty Information Page 3302 Powertrain Control Module (PCM) C3 Part 4 Page 6043 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 4732 3. Install the axle shaft retaining clip onto the output axle. 4. Install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the shaft sleeve for leaks. 7. Inspect the transmission oil level. Page 980 Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 2431 Front Crankshaft Seal: Service and Repair Crankshaft Front Oil Seal Replacement ^ Tools Required J 35468 Cover Aligner and Seal Installer Removal Procedure 1. Remove the crankshaft balancer. Important: Do not damage the crankshaft. 2. Remove the crankshaft key from the keyway. 3. Pry out the oil seal using a large screwdriver or the equivalent. 4. Inspect the following items for scratches: ^ The front cover ^ The crankshaft Installation Procedure Page 2117 Wheel Fastener: Service and Repair Rear Suspension Wheel Stud Replacement ^ Tools Required J 43631 Ball Joint Separator Removal Procedure 1. Raise the vehicle on a hoist. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Using the J 43631 release the wheel stud from the bearing hub and discard the stud. Installation Procedure 1. Install a NEW stud into the bearing/hub assembly. Add enough washers (3) in order to draw the stud into the hub. 2. Install and tighten a wheel nut (1) until the head of the wheel stud is fully seated against the back of the bearing/hub flange. 3. Remove the wheel nut (1) and the washers (3). 4. Install the brake rotor. 5. Install the tire and wheel assembly. 6. Lower the vehicle. 7. Check the rear alignment. Page 1928 5. Use a flat-bladed tool to disengage the 4 tabs that secure the electrical center to the battery tray. 6. Use a flat-bladed tool to remove the connector cover from the electrical center. 7. Loosen the 4 bolts across the top of the electrical center. Page 7870 8. Connect the roof rail module-left connector to the vehicle harness connector. 9. Install the CPA to the roof rail module-left connector. 10. Install the garnish molding to the left upper lock pillar. 11. Connect the I/P module connector (1) to the vehicle harness connector (2). 12. Install the CPA to the I/P module connector (1). 13. Install the passenger/right outer trim cover to the instrument Panel (I/P) (3). 14. Connect the seat belt pretensioner-RF connector. 15. Install the CPA to the seat belt pretensioner-RF connector. 16. Install the right lower center pillar trim. Page 7355 Page 7130 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. Page 5879 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 1048 Page 808 Brake Pedal Position Sensor OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. BULLETIN CANCELLATION NOTIFICATION Steering Shaft: All Technical Service Bulletins BULLETIN CANCELLATION NOTIFICATION INFORMATION Bulletin No.: 08-02-34-001A Date: April 06, 2009 Subject: Servicing Intermediate Steering Shafts - DO NOT Grease Painted I-Shafts Models: 2004-2009 Chevrolet Malibu 2005-2009 Pontiac G6 2007-2009 Saturn Aura Supercede: This bulletin is being canceled. Please discard Corporate Bulletin Number 08-02-34-001 (Section 02 - Steering). This bulletin is being canceled. Please refer to Corporate Bulletin 06-02-32-007E for additional information. Disclaimer Page 241 For vehicles repaired under warranty, use the table. Disclaimer Page 4230 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 6716 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. Page 5240 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 3542 Body Control Module - C1 Part 6 Page 8009 Page 2054 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 1818 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding Manual Hydraulic Brake System Bleeding (Manual) Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to catch brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, or if you have disconnected the brake pipes from the proportioning valve assembly or the brake modulator assembly, you must perform the following steps to bleed air at the ports of the hydraulic component: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the brake pipes installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, loosen and separate one of the brake pipes from the port of the component. For the proportioning valve assembly or the brake modulator assembly, perform these steps in the sequence of system flow; begin with the fluid feed pipes from the master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the component. 3.4. Connect the brake pipe to the component and tighten securely. 3.5. Have an assistant slowly press the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the component 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the component. 3.9. With the brake pipe installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, after all air has been purged from the first port of the component that was bled, loosen and separate the next brake pipe from the component, then repeat steps 3.3-3.8, until each of the ports on the component has been bled. 3.10. After completing the final component: port bleeding procedure, ensure that each of the brake pipe-to-component fittings are properly tightened. 4. Fill the brake master cylinder reservoir with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. Ensure that the brake master cylinder reservoir remains at least half-full during this bleeding procedure. Add fluid as needed to maintain the proper level. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 6. Install a transparent hose over the end of the bleeder valve. 7. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 8. Have an assistant slowly press the brake pedal fully and maintain steady pressure on the pedal. 9. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. 10. Tighten the bleeder valve, then have the assistant slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 8-10 until all air is purged from the same wheel hydraulic circuit. 12. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit, install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 13. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 14. With the left front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left front hydraulic circuit, install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 15. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 16. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 17. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 18. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 19. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 20. Slowly press and release the brake pedal. Observe the feel of the brake pedal. 21. If the brake pedal feels spongy, repeat the bleeding procedure again. If the brake pedal still feels spongy after repeating the bleeding procedure, Page 50 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 148 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Front passenger door module (FPDM) ^ Left rear door module (LRDM) ^ Memory seat module (MSM) ^ Radio antenna module (listed as remote function actuation in scan tool display) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ TV antenna module ^ Vehicle communication interface module (VCIM) The star has 4 splice packs: ^ SP200 located in the left side of the instrument panel, near the steering column , taped to the instrument panel harness ^ SP201 located in the center of the instrument panel, near the radio ^ SP300 located in the left side middle of the passenger compartment, taped to the body harness, near the carpet seam ^ SP303 located in the right rear of the passenger compartment, taped to the body harness, approximately 24 cm (9.5 in) from the fuse block - right rear. Refer to Data Communication Schematics in SI. The following modules, components, and splice packs are connected to the ring portion of the class 2 serial data circuit: ^ Dash integration module (DIM) ^ Electronic brake control module (EBCM) ^ Engine control module (ECM) ^ Inflatable restraint sensing and diagnostic module (SDM) ^ Instrument panel cluster (IPC) ^ HVAC control module ^ Radio ^ Rear integration module (RIM) ^ Vehicle communication interface module (VCIM) OR ^ Communication interface module (CIM) ^ SP200 ^ SP201 ^ SP300 Page 1117 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the camshaft position (CMP) sensor electrical connector. 2. Remove the CMP sensor bolt. 3. Remove the CMP sensor. 4. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil and replace the O-ring if damaged. 2. Install the CMP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CMP sensor bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. Page 5779 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 4136 Knock Sensor: Service and Repair KNOCK SENSOR (KS) REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Disconnect the knock sensor wiring harness electrical connector. 3. Remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the knock sensor. Tighten Tighten the knock sensors to 25 N.m (18 lb ft). 2. Connect the knock sensor wiring harness electrical connector. 3. Lower the vehicle. Page 6450 C315 Video Screen Harness To DVD Jumper Harness Page 5334 Rear Compartment Lid Release Switch - Exterior Page 2465 3. If removed, install the drive belt shield. Install the drive belt shield bolt. ^ Tighten the bolt to 10 Nm (89 inch lbs.). 4. Apply sealant to both sides of the engine front cover gasket with GM P/N 12346004 (Canadian P/N 10953480) or equivalent. 5. Install the engine front cover gasket. 6. Install the engine front cover. 7. Install the engine front cover bolts (1, 2, and 3). ^ Tighten the small engine front cover bolts (1) to 27 Nm (20 ft. lbs.). ^ Tighten the large engine front cover bolts (2, 3) to 55 Nm (41 ft. lbs.). Page 1469 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Page 6151 Application Table Part 2 Page 1920 Application Table Part 2 Page 8224 If you are unsure who the PSC is, check with the Sales Manager. General Information 1. The first step is to verify if the OnStar(R) account is active or not. This can be done by pressing the blue OnStar(R) button and connecting to the OnStar(R) call center. Analog only accounts are no longer active. Only digital upgraded accounts will be active. On Gen 6 digital systems, a clear, or "dark" LED may indicate that the OnStar(R) system has been deactivated or may possibly have a no power/no communication condition. 2. If the account isn't active, the next step is to verify what version of OnStar(R) module is in the vehicle. This can be done via the Tech 2 (Body>VCIM>Module ID Information>Module Information 2) or by using www.onstarenrollment.com. 3. A Generation 5 or older analog module can be diagnosed by following the original electronic Service Information developed for the model year of the vehicle. Note: If the customer has an old analog module, the vehicle can be repaired by replacing the module, but the customer cannot have an active account without upgrading to a digital module. 4. Modules, antennas, brackets, and other equipment are in the same location, whether original analog production or digital upgrade. 5. An upgraded vehicle may also have a new vehicle communication interface module (VCIM) bracket. If it does, order the new bracket when replacing the bracket. Don't order the original bracket. The kit may also include a small wiring jumper cable. If it does, this jumper will be required for a new module replacement. Do not discard. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. Page 6091 C206 I/P Harness To Body Harness Part 1 Service and Repair Brake Proportioning/Combination Valve: Service and Repair Proportioning Valve Replacement Removal Procedure Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Important: Use tape to label and mark the locations of the brake pipes in order to aid in installation. 1. Disconnect the 2 brake pipes (1) from the proportioning valve. Use bleeder valve caps or similar caps to plug the ends of the brake pipes in order to prevent brake fluid from draining out of the pipes and to avoid brake fluid contamination. 2. Disconnect the 4 brake pipes (1) from the proportioning valve. Use bleeder valve caps or similar caps to plug the ends of the brake pipes in order to prevent brake fluid from draining out of the pipes and to avoid brake fluid contamination. Page 3905 Steps 11 - 14 The numbers below refer to the step numbers on the diagnostic table. 4. This step tests for a short to ground on the ignition 1 voltage supply circuit of the fuel injector. 5. This step tests for a short to a PCM ground on the ignition 1 voltage supply circuit of the fuel injector. 6. This step tests for an open between the multi-way connector and the fuel injectors. 7. This step tests for an open or high resistance between the multi-way connector and the fuel injectors. OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: Customer Interest OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 1517 Alignment: Service and Repair Front Wheel Alignment Front Caster Adjustment The front caster is not adjustable. If the front caster angle is not within specifications, inspect for suspension support misalignment or front suspension damage. Replace any damaged suspension components as necessary. Front Camber Adjustment 1. Reach around the tire, using the appropriate extension and socket. 2. Loosen both strut to knuckle nuts just enough to allow for movement. 3. If the strut has not been modified previously, perform the following steps before continuing with the wheel alignment: 3.1. Disconnect the strut from the knuckle. 3.2. File the lower hole until the outer flange slot matches the inner flange slot. 3.3. Connect the strut to the knuckle. Page 6429 C102 RF Wheel Speed Sensor Jumper Harness To Body Harness Page 2334 Oil Filter: Specifications Oil Filter ............................................................................................................................................... .................................................... 30 Nm (22 ft. lbs.) Oil Filter Bypass Hole Plug ............................... ....................................................................................................................................... 19 Nm (14 ft. lbs.) Oil Filter Fitting ............................................................................................................................. ........................................................... 39 Nm (29 ft. lbs.) Page 7744 6. Disconnect the steering wheel module yellow connector (1) from vehicle harness yellow connector (3). IMPORTANT: Vehicle is equipped with dual stage air bags the steering wheel module and I/P module will each have 4 wires. Refer to SIR Connector End Views for determining high and low circuits. 7. Cut the yellow harness connector out of the vehicle, leaving at least 16 cm (6 in) of wire at the connector. 8. Strip 13 mm (0.5 in) of insulation from each of the connector wire leads. 9. Cut two 6.1 m (20 ft) deployment wires from a 0.8 mm (18 gage) or thicker multi-strand wire. Use these wires to fabricate the driver deployment harness. 10. Strip 13 mm (0.5 in) of insulation from both ends of the wires cut in the previous step. 11. Twist together one end from each of the wires in order to short the wires. Deployment wires shall remain shorted, and not connected to a power source until you are ready to deploy the inflator module. 12. Twist together two connector wire leads (the high circuits from both stages of the steering wheel module) to one sets of deployment wires. Refer to SIR Connector End Views in order to determine the correct circuits. 13. Inspect that the 3 wire connection is secure. Page 2929 Accelerator Pedal Position (APP) Sensor Page 472 4. Remove the heated seat control module. Installation Procedure 1. Install the heated seat control module. Master Cylinder Bench Bleeding Brake Master Cylinder: Service and Repair Master Cylinder Bench Bleeding Master Cylinder Bench Bleeding Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint arid Electrical Components Notice in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. 1. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 2. Remove the master cylinder reservoir cap and diaphragm. 3. Install suitable fittings to the master cylinder ports that match the type of flare seat required and also provide for hose attachment 4. Install transparent hoses to the fittings installed to the master cylinder ports, then route the hoses into the master cylinder reservoir. 5. Fill the master cylinder reservoir to at least the half-way point with Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 6. Ensure that the ends of the transparent hoses running into the master cylinder reservoir are fully submerged in the brake fluid. 7. Using a smooth, round-ended tool, depress and release the primary piston as far as it will travel, a depth of about 25 mm (1 inch), several times. Observe the flow of fluid coming from the ports. As air is bled from the primary and secondary pistons, the effort required to depress the primary piston will increase and the amount of travel will decrease. 8. Continue to depress and release the primary piston until fluid flows freely from the ports with no evidence of air bubbles. 9. Remove the transparent hoses from the master cylinder reservoir. 10. Install the master cylinder reservoir cap and diaphragm. 11. Remove the fittings with the transparent hoses from the master cylinder ports. Wrap the masts cylinder with a clean shop cloth to prevent brake fluid spills. 12. Remove the master cylinder from the vise. Page 1889 Fuse Block - Underhood C1 Part 2 Page 3657 Fuel Tank Pressure Sensor: Description and Operation FUEL TANK PRESSURE SENSOR The fuel tank pressure (FTP) sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.9 volts. A high FTP sensor voltage indicates a low fuel tank pressure or vacuum. A low FTP sensor voltage indicates a high fuel tank pressure. Page 7394 Blower Motor Resistor: Service and Repair BLOWER MOTOR RESISTOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the right closeout panel. 2. Remove the blower motor resistor wire harness connector. 3. Remove the blower motor resistor screws. 4. Remove the blower motor resistor. INSTALLATION PROCEDURE 1. Install the blower motor resistor. NOTE: Refer to Fastener Notice in Service Precautions. 2. Tighten the blower motor resistor screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 3. Install the blower motor resistor wire harness connector. 4. Install the right closeout panel. Page 5527 6. Remove the cap from the tip of the bottle and carefully insert the tip, P/N 89022161, between the boot and piston, inward of the piston boot groove. 7. From the top side of the piston (reference diagram), inject the lubricant. With the caliper in the tilted position, the lubricant will flow down and work its way around the entire circumference of the seal. Let the caliper body assembly remain in this position for a minimum of 2 minutes to allow for the fluid to completely work its way around the seal. 8. Push the piston into the seal to ensure the lubricant is on both the piston and seal surface. Important: Excessive fluid could appear as a failure and lead to a comeback. To prevent unnecessary future repairs, it is important to only use one bottle per side and make sure excess fluid is wiped away. 9. Wipe away any excessive fluid. 10. Reassemble the caliper to the vehicle. Tighten Tighten the caliper bolts to 31 Nm (23 lb-ft). 11. Repeat Steps 1 - 9 on the opposite side of the vehicle, if necessary. 12. Pump the brake pedal to push the caliper piston back into place. 13. Reinstall the wheel and test drive the vehicle to verify repair. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 7135 ^ Always inspect and adjust the pressure when the tires are cold. ^ Vehicles that have different pressures for the front and the rear need to be adjusted after tire rotation. Improper tire inflation may result in any or all of the following conditions: ^ Premature tire wear ^ Harsh ride ^ Excessive road noise ^ Poor handling ^ Reduced fuel economy ^ Low Tire Pressure Monitor (TPM) Light ON ^ Low Tire Pressure Message on the Drivers Information Center (DIC) Disclaimer Page 729 3. Connect the PCM harness connectors. Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. 4. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection in Starting and Charging. Tighten the battery terminal bolts to 17 Nm (13 lb ft). Important: Following the PCM reprogramming , the PCM will have to learn the crankshaft position variation for misfire diagnostics. 5. Perform the crankshaft relearn procedure, See: Testing and Inspection/Programming and Relearning 6. Verify no DTCs exist. 7. Reset the clock and preset radio stations. Page 7413 Tighten Tighten the bolt to 50 N.m (37 lb ft). IMPORTANT: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 13. Install the right radiator air deflector. 14. Install the right radiator air deflector retainers. 15. Install the right front fender liner. 16. Lower the vehicle. 17. Install the engine drive belt. Page 805 Above Brake Pedal Page 5538 7. Remove the brake caliper mounting bracket bolts (1). 8. Remove the brake caliper bracket from the steering knuckle. 9. Inspect the caliper bracket (5). If the brake caliper bracket (5) is bent, cracked, or damaged, it requires replacement. 10. Inspect the brake caliper guide pins (2) for freedom of movement, and inspect the condition of the guide pin boots (4). Move the brake caliper guide pins (2) inboard and outboard within the brake caliper bracket (5), without disengaging the slides from the boots, and observe for the following: ^ Restricted caliper guide pin movement ^ Looseness in the brake caliper mounting bracket ^ Seized or binding caliper guide pins ^ Split or torn boots 11. If any of the conditions listed are found, the brake caliper guide pins (2) and/or boots (4) require replacement. Installation Procedure Page 6719 1. Remove the key from the ignition switch. 2. Connect the I/P module connector (1) to the vehicle harness connector (2). 3. Install the CPA to the I/P module connector (2). 4. Install the right outer trim cover to the I/P (3). 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. SIR Disabling and Enabling Zone 6 SIR DISABLING AND ENABLING ZONE 6 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. Page 6834 Locations Manifold Pressure/Vacuum Sensor: Locations Top Rear Of Engine Page 1071 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 4736 Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist. 2. Place a drain pan or suitable container under the vehicle. 3. Raise the vehicle. 4. Remove the transaxle oil cooler line assembly nut from the transaxle. Notice: Avoid spinning the seal in the case bore. Damage to the case bore may result. 5. Remove the transaxle oil cooler lines from the transaxle. 6. Insert the collect piece (2) of the J 45201 into the cooler line seal. 7. Insert the forcing screw piece (1) of the J 45201 into the collet (2). 8. Tighten the forcing screw (1) until snug. Locations Page 3406 Step 4 The number below refers to the step number on the diagnostic table. 4. If the battery positive voltage and ground circuits of the DLC are functioning properly. The malfunction must be due to the scan tool. Specifications Spark Plug: Specifications Spark Plug Gap ................................................................................................................................... ..................................................... 0.060 in. (1.52 mm) Spark Plug Torque ........................................ ........................................................................................................................................ 11.0 lb. ft. (15.0 Nm) Page 6267 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 5754 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 8486 2. Click on the Analog-to-Digital Program link to start the ordering process. 3. To order a kit, you will need the information shown above. 4. After submitting the order, the "Terms and Conditions of Your OnStar(R) Service" page will display. This is your confirmation that the upgrade kit order has been created. U.S. Dealers will also receive an e-mail from Autocraft within several hours of ordering an upgrade kit (Canadian Dealers will receive an e-mail from MASS Electronics). 5. Print the "Terms and Conditions of Your OnStar(R) Service" page, and have the customer sign a copy. 6. A copy of this form should be stapled to the customer's copy of the Repair Order and one copy should be retained in the customer service folder. 7. If the kit you ordered is available, you will receive the upgrade kit within 4 business days of entering your order through the OnStar(R) Online Enrollment webpage. 8. To check on kit availability or the status of your order, U.S. Dealers can log onto the distributor's website at www.autocraft.com. Canadian dealers can call MASS Electronics at 877-410-6277. Upgrade Kit Installation 1. Skip to the next step if the vehicle to be upgraded is not shown above. Page 1600 Disclaimer Page 5621 Notice: Refer to Fastener Notice in Service Precautions. 1. Install the park brake pedal assembly to the vehicle. 2. Install the 2 nuts to the front brake cable mounting bracket. ^ Tighten the nuts to 10 Nm (89 inch lbs.). 3. Install the left rear park brake cable (2) to the crush bracket (5). 4. Install the right rear park brake cable (1) to the crush bracket (5). 5. Install the floor console. 6. Install the 2 front cable plastic retainers to the body. 7. Install the front cable retainer screw. ^ Tighten the screw to 2 Nm (18 inch lbs.). Page 2828 Body Control Module (BCM) C3 Part 2 Page 3354 Information Bus: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 6673 2. Install the upper control arm to knuckle bolt and nut. ^ Tighten the bolt and nut to 110 Nm (81 ft. lbs.) plus 70 degrees. 3. Install the toe link. 4. Install the coil spring. 5. Install the lower shock absorber to knuckle bolt. ^ Tighten the bolt to 180 Nm (133 ft. lbs.). Page 5615 1. Install the park brake cable to the vehicle. 2. Install the park brake cable and pass-thru grommet (4) to the body. 3. Install the plastic retainer clip (3) to the stud. 4. Raise the vehicle. 5. Install the rear park brake cable to the caliper park brake lever. Notice: Refer to Fastener Notice in Service Precautions. 6. Install the rear park brake cable retainer bolt. ^ Tighten the bolt to 10 Nm (89 inch lbs.). Powertrain Control Module (PCM) C1 Engine Control Module: Diagrams Powertrain Control Module (PCM) C1 Powertrain Control Module (PCM) C1 Part 1 Page 705 Powertrain Control Module (PCM) C2 Part 3 Page 5825 1. Install the ignition lock cylinder. 2. Install the knee bolster. Page 8258 Shoulder Belt Guide Adjuster Replacement - Front Seat Belt Guide Track: Service and Repair Shoulder Belt Guide Adjuster Replacement - Front SHOULDER BELT GUIDE ADJUSTER REPLACEMENT - FRONT REMOVAL PROCEDURE 1. Remove the mounting nut cover from the seat belt adjuster. 2. Remove the nuts from the seat belt adjuster. 3. Remove the upper garnish molding from the center pillar. 4. Remove the seat belt adjuster from the vehicle. INSTALLATION PROCEDURE 1. Install the seat belt adjuster to the vehicle. 2. Install the upper garnish molding to the center pillar. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the nuts to the seat belt adjuster. Tighten Tighten the nuts to 35 N.m (25 lb ft). 4. Install the mounting nut cover to the seat belt adjuster. Page 1228 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector. 3. Remove the CKP sensor bolt. 4. Remove the CKP sensor. 5. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace the O-ring if necessary. 2. Install the CKP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the CKP sensor electrical connector. 5. Lower the vehicle. 6. Perform the CKP system variation learn procedure. See: Testing and Inspection/Programming and Relearning A/T - 4T65E Fluid Leaking From A/T Vent Seals and Gaskets: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 6638 Alignment: Service and Repair Measuring Wheel Alignment Measuring Wheel Alignment Steering and vibration complaints are not always the result of improper alignment. One possible cause is wheel and tire imbalance. Another possibility is tire lead due to worn or improperly manufactured tires. Lead is the vehicle deviation from a straight path on a level road without pressure on the steering wheel. Before performing any adjustment affecting wheel alignment, perform the following inspections and adjustments in order to ensure correct alignment readings: ^ Inspect the tires for the proper inflation and irregular tire wear. ^ Inspect the runout of the wheels and the tires. ^ Inspect the wheel bearings for backlash and excessive play. ^ Inspect the ball joints and tie rod ends for looseness or wear. ^ Inspect the control arms and stabilizer shaft for looseness or wear. ^ Inspect the steering gear for looseness at the frame. ^ Inspect the struts/shock absorbers for wear, leaks, and any noticeable noises. ^ Inspect the vehicle trim height. ^ Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. ^ Inspect the fuel level. The fuel tank should be full or the vehicle should have a compensating load added. Give consideration to excess loads, such as tool boxes, sample cases, etc. If normally carried in the vehicle, these items should remain in the vehicle during alignment adjustments. Give consideration also to the condition of the equipment being used for the alignment. Follow the equipment manufacturer instructions. Satisfactory vehicle operation may occur over a wide range of alignment settings. However, if the setting exceeds the service allowable specifications, correct the alignment to the service preferred specifications. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer instructions. 2. Bounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. Important: When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front alignment angles. 4. Adjust alignment angles to vehicle specification, if necessary. Page 4809 Page 8300 ^ For U.S. Saturn retailer claim submission, use Net Item code "M" and Case Type VW. Locations Ignition Control Module: Locations Top Rear Of Engine Page 2816 Body Control Module: Connector Locations Body Control Module (BCM) C1 Part 1 Page 5139 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 3709 2. Install the HO2S 1. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). 3. Connect the H02S 1 electrical connector. Page 5076 5. Install the axle nut to the wheel drive shaft, hand tighten the wheel drive shaft nut. 6. Install the brake rotor. 7. Install the wheel drive shaft nut to the wheel drive shaft. 8. Use a screw driver or similar tool to stop the rotation of the brake rotor. ^ Tighten the wheel drive shaft nut to 215 Nm (159 ft. lbs.). 9. Install the tire and wheel assemblies. Page 5317 Page 3374 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 1896 Fuse Block - Underhood C2 Part 6 Page 7360 Auxiliary Blower Motor: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF) ............................................................................................................................................. 384-425 kPa (50-60 psi) Page 6442 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 2 Page 1923 Relay Box: Application and ID Underhood Junction Block Location View Application Table Part 1 Page 6590 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Page 5673 13. Install the two bolts. Tighten Tighten the two bolts to 115 Nm (85 lb-ft). 14. Install the rear tire and wheel assembly. Install the wheel nuts. Tighten Tighten the wheel nuts to 140 Nm (103 lb-ft). 15. If necessary, perform Steps 3-14 on the other wheel bearing assembly. 16. Lower the vehicle. 17. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Page 5890 Page 4772 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Brakes- Disc Brake Warranty Service And Procedures Technical Service Bulletin # 00-05-22-002L Date: 090326 Brakes- Disc Brake Warranty Service And Procedures INFORMATION Bulletin No.: 00-05-22-002L Date: March 26, 2009 Subject: Disc Brake Warranty Service and Procedures Models: 1999-2010 GM Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010 HUMMER H3 1999-2004 Isuzu Light Duty Trucks (Canada Only) 2005-2009 Saab 9-7X (Canada Only) 1999-2010 Saturn Vehicles (Canada Only) EXCLUDING 2009-2010 Chevrolet Corvette ZR1 Supercede: This bulletin is being revised to inform you that due to improvements in vehicle brake corner and wheel design, assembly plant build processes and dealership required tools like the On-Car Lathe, measuring for Lateral Run Out (LRO) is no longer a required step when performing base brake service. Due to this change, you are no longer required to enter the LRO measurement on the repair order or in the warranty system failure code section. The bulletin information below and the base brake labor operations have been updated accordingly. Due to this change it is more important than ever to properly maintain your brake lathe (per the Brake Lathe Calibration Procedure in this bulletin). Please discard Corporate Bulletin Number 00-05-22-002K (Section 05 Brakes). For your convenience, this bulletin updates and centralizes all GM's Standard Brake Service Procedures and Policy Guidelines for brake rotor and brake pad service and wear. For additional information, the Service Technical College lists a complete index of available Brake courses. This information can be accessed at www.gmtraining.com > resources > training materials > brakes courseware index. In Canada, refer to Service Know How course 55040.00V and Hydraulic Brake Certification program 15003.16H. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM BRAKE SERVICE. The following four (4) key steps are a summary of this bulletin and are REQUIRED in completing a successful brake service. 1. Measure and Document Pre-Service Rotor Thickness* (REQUIRED on Repair Order) determine rotor clean-up/refinish/replace 2. Properly clean ALL brake corner mating surfaces - hub, rotor and wheel 3. Properly clean-up/refinish rotor, measure and document post-service rotor thickness (REQUIRED on Repair Order) Important If it is determined the rotor needs to be refinished, verify lathe equipment is properly calibrated. 4. Properly reassemble the brake corner using proper torque tools, torque specification and torque sequence - wheel lug nuts. * The bulletin refers to Minimum Thickness specification as the minimum allowable thickness after refinish. Always refer to SI to verify the spec stamped on the rotor is the minimum thickness spec after refinish and not the discard spec. Page 7273 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 4785 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 5638 7. Remove the 4 brake pipes (1) from the proportioning valve. Use bleeder valve caps or similar rubber caps to plug the brake pipes in order to prevent brake fluid loss and contamination. 8. Remove the master cylinder nuts from the vacuum brake booster. 9. Remove the proportioning valve bracket assembly with the brake master cylinder from the vehicle. 10. Remove the closeout panel. 11. Remove the electrical connector from the brake apply sensor. 12. Remove the 2 brake pedal assembly to cowl mounting nuts. Page 4010 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The CMP sensor signal is a digital ON/OFF pulse output once per revolution of the camshaft. The CMP sensor does not directly affect the operation of the ignition system. The CMP sensor information is used by the PCM to determine the position of the valve train relative to the crankshaft position. By monitoring the CMP and CKP signals, the PCM can accurately time the operation of the fuel injectors. The PCM supplies the sensor with a 12-volt reference circuit, a low reference circuit, and a signal circuit. Page 471 Seat Heater Control Module: Removal and Replacement Heated Seat Control Module Replacement - Front Removal Procedure 1. Remove the front seat. 2. Disconnect the electrical connection from the heated seat control module. 3. Remove the fastener from the heated seat control module. Page 3850 Powertrain Control Module (PCM) Engine Control Module: Description and Operation Powertrain Control Module (PCM) POWERTRAIN CONTROL MODULE (PCM) DESCRIPTION POWERTRAIN The powertrain has electronic controls to reduce exhaust emissions while maintaining excellent driveability and fuel economy. The powertrain control module (PCM) is the control center of this system. The PCM monitors numerous engine and vehicle functions. The PCM constantly looks at the information from various sensors and other inputs, and controls the systems that affect vehicle performance and emissions. The PCM also performs the diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM. The following are some of the functions that the PCM controls: The engine fueling - The ignition control (IC) - The knock sensor (KS) system - The evaporative emissions (EVAP) system - The secondary air injection (AIR) system (if equipped) - The exhaust gas recirculation (EGR) system - The automatic transmission functions - The generator - The A/C clutch control - The cooling fan control POWERTRAIN CONTROL MODULE FUNCTION The powertrain control module (PCM) constantly looks at the information from various sensors and other inputs and controls systems that affect vehicle performance and emissions. The PCM also performs diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. The input and output devices in the PCM include analog-to-digital converters, signal buffers, counters, and output drivers. The output drivers are electronic switches that complete a ground or voltage circuit when turned on. Most PCM controlled components are operated via output drivers. The PCM monitors these driver circuits for proper operation and, in most cases, can set a DTC corresponding to the controlled device if a problem is detected. MALFUNCTION INDICATOR LAMP (MIL) OPERATION Page 2894 Powertrain Control Module (PCM) C3 Part 2 Page 4398 Band Apply Servo: Service and Repair Intermediate/Fourth Servo Assembly Replacement Intermediate/Fourth Servo Assembly Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid persona/ injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pan. 3. Remove the oil level control valve. Pull the valve straight down. Do not pry on the valve. 4. Remove the oil filter and oil filter O-ring seal. The seal may stay in the case when the filter is removed. Important: Do not score or damage the transaxle case when removing the filter neck seal. 5. Using a chisel, indent the top of the filter neck seal to relax the press fit. 6. Remove the filter neck seal from the transaxle case and discard. Page 139 HVAC System - Manual Control Module HVAC: Diagrams HVAC System - Manual HVAC Control Module C1 Part 1 Page 4730 Seals and Gaskets: Service and Repair Case Side Cover Seal Replacement Case Side Cover Seal Replacement Tools Required ^ J 41227 Output Shaft Sleeve Remover ^ J 41228 Output Shaft Seal Installer ^ J 41102 Axle Seal Installer Removal Procedure 1. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the drive axle assembly. 3. Use a medium screwdriver and a mallet in order to remove the case cover seal. 4. Remove the drive axle retaining clip from the output axle. Page 187 Important: Secure the wiring harness so that there is no risk of chafing and rattling. 9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 10. Install the ground cable to the battery's negative terminal. 11. Clear the diagnostic trouble codes. 12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical description. 2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV 2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV Notice: Handle the fiber optic cables with care or the signal may be distorted. ^ It is very important that the two leads in the connector are not confused with one another. ^ Do not splice the cables. ^ Do not bend the cable in a radius smaller than 25 mm (1 in). ^ Do not expose the cable to temperatures exceeding 185°F (85°C). ^ Keep the cable ends free from dirt and grime. ^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby reducing the intensity of the light and causing possible communication interruptions. ^ The cable should not lie against any sharp edges as this may cause increased signal attenuation. 1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove. 2. Remove the ground cable from the battery's negative terminal. 3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: Page 7694 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-LF go to step 7. To disable the roof rail module-left go to step 10 and for the side impact sensor (SIS)-Left go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-LF connector. 9. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. 10. Remove the garnish molding from the upper lock pillar. 11. Remove the CPA from the roof rail module-left connector. Page 755 Tighten Tighten the nuts to 10 N.m (89 lb in). 5. Install the console. IMPORTANT: The AIR BAG indicator may remain ON after the SDM has been replaced. DTC B1001 may set requiring the SDM part number to be set in multiple modules. If the indicator remains ON after enabling the SIR system, perform the diagnostic system check and follow the steps thoroughly to ensure that the SDM is set properly. 6. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 8 in Restraint Systems. Page 7782 Clockspring Assembly / Spiral Cable: Service and Repair INFLATABLE RESTRAINT STEERING WHEEL MODULE COIL REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to SIR Caution in Service Precautions. 1. Disable the SIR System. Refer to SIR Disabling and Enabling Zone 3. 2. Remove the inflatable restraint steering wheel module. 3. Remove the steering wheel. 4. Remove the steering column trim covers. 5. Disconnect the SIR harness. 6. Remove the SIR coil (2) from the steering shaft. 7. If replacing, discard the SIR coil. INSTALLATION PROCEDURE 1. To install the SIR coil, perform the following procedure: 1.1. Aim the wheels straight ahead. Page 1387 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 3058 Knock Sensor: Service and Repair KNOCK SENSOR (KS) REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Disconnect the knock sensor wiring harness electrical connector. 3. Remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the knock sensor. Tighten Tighten the knock sensors to 25 N.m (18 lb ft). 2. Connect the knock sensor wiring harness electrical connector. 3. Lower the vehicle. Page 6400 C130 Engine Harness To Fuel Injector Harness Part 2 Page 1794 Power Steering Fluid: Fluid Type Specifications POWER STEERING SYSTEM GM Power Steering Fluid GM P/N 89021184 (Canadian P/N 89021186) or equivalent. Page 8167 Page 8479 7.2. Remove the console (A). 7.3. Disconnect the connector (B) from the OnStar(R) control module. Important: Secure the cable harness to prevent the risk of scraping and rattling. 7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness again and secure with cable ties (D). 7.5. 5D: Assemble the right-hand cover for the luggage compartment floor. 8. Fit the ground cable on the battery's negative cable. Page 6859 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 3342 Page 3134 Top Right Side Of Engine Page 8139 For vehicles repairs under warranty, use the table. Disclaimer Page 5755 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 6737 parts or damage. Important The proper installation and positioning of the tilt teeth retainers into the upper steering column bracket, shown above, is critical to prevent steering column movement in the event of a collision. - Replace the steering column tilt wheel lever kit and/or tilt teeth retainer(s) as needed. Refer to Steering Column Tilt Wheel Release Lever Replacement (With Electric Power Steering) or Steering Column Tilt Wheel Release Lever Replacement (With Hydraulic Power Steering) in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Specifications Piston Ring: Specifications Piston Ring End Gap First Compression Ring ................................................................................................................................................. 0.18-0.39 mm (0.007-0.015 inch) Second Compression Ring .......................................................................................................................................... 0.48-0.74 mm (0.7019-0.029 inch) Oil Control Ring ............................................................................................................................................................ 0.25-0.74 mm (0.010-0.029 inch) Piston Ring to Groove Clearance First Compression Ring ............................................................................................................................................... 0.03-0.076 mm (0.001-0.003 inch) Second Compression Ring .......................................................................................................................................... 0.04-0.078 mm (0.002-0.003 inch) Control Ring ................................................................................................... ............................................................................... 0.09 mm (- 0.004 inch) Piston Ring Thickness First Compression Ring ............................................................................................................................................. 1.164-1.190 mm (0.046-0.047 inch) Second Compression Ring ................................................................................................................................................... 1.472-1.490 mm (0.058 inch) Oil Control Ring - Maximum ......................................................................................................................................................... 2.440 mm (0.096 inch) Page 529 HVAC Control Module C1 - Part 3 HVAC Control Module C2 Page 8254 Models The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005 Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued September 2008. Condition In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no longer be required to support the analog wireless network beginning in 2008. As a result, On Star(R) is unable to continue analog service. OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or near deployment, the customer may hear a recording that OnStar(R) is being contacted. However, since analog service is no longer available, the call will not connect to OnStar(R). To end the call, the customer must press the white phone or white dot button. If the call is not ended, the system will continue to try to connect to OnStar(R) until the vehicle battery is drained. Special Policy Adjustment At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service will be made at no charge to the customer. This special coverage covers the condition described above until December 31, 2008 for all non-Saab vehicles; April 30, 2009 for all Saab vehicles. Vehicles Involved Page 3737 Evaporative Emission (EVAP) Canister Purge Solenoid Page 8184 8.2. Remove the console (A) together with the OnStar(R) control modules. 8.3. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). Page 8255 Page 4770 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 5903 Rear Of Center Console Compartment Page 1371 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 6441 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 1 Page 5227 Specifications Wheel Hub: Specifications TORQUE SPECIFICATIONS Front Wheel Drive Shaft Nut ................................................................................................................ ................................................ 215 Nm (159 ft. lbs.) Page 2889 Engine Control Module: Diagrams Powertrain Control Module (PCM) C2 Powertrain Control Module (PCM) C2 Part 1 Service and Repair Jump Starting: Service and Repair JUMP STARTING IN CASE OF EMERGENCY CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: - Always shield your eyes. - Avoid leaning over the battery whenever possible. - Do not expose the battery to open flames or sparks. - Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. NOTE: This vehicle has a 12 volt, negative ground electrical system. Make sure the vehicle or equipment being used to jump start the engine is also 12 volt, negative ground. Use of any other type of system will damage the vehicle's electrical components. 1. Position the vehicle with the booster battery so that the jumper cables will reach. - Do not let the 2 vehicles touch. - Make sure that the jumper cables do not have loose ends, or missing insulation. 2. Place an automatic transmission in PARK. If equipped with a manual transmission, place in NEUTRAL and block the wheels. 3. Turn OFF all electrical loads on both vehicles that are not needed. 4. Turn OFF the ignition on both vehicles. 5. Connect the red positive (+) cable to the battery positive (+) terminal (2) of the vehicle with the discharged battery. Use a remote positive (+) terminal if the vehicle has one. 6. Connect the red positive (+) cable to the positive (+) terminal (1) of the booster battery. Use a remote positive (+) terminal if the vehicle has one. 7. Connect the black negative (-) cable to the negative (-) terminal (3) of the booster battery. CAUTION: Do not connect a jumper cable directly to the negative terminal of a discharged battery to prevent sparking and possible explosion of battery gases. 8. The final connection is made to a heavy, unpainted metal engine part (4) of the vehicle with the discharged battery. This final attachment must be at least 46 cm (18 in) away from the dead battery. 9. Start the engine of the vehicle that is providing the boost. NOTE: Never operate the starter motor more than 15 seconds at a time without pausing in order to allow it to cool for at least 2 minutes. Overheating will damage the starter motor. 10. Crank the engine of the vehicle with the discharged battery. 11. The black negative (-) cable must be first disconnected from the vehicle that was boosted (4). 12. Disconnect the black negative (-) cable from the negative (-) terminal (3) of the booster battery. NOTE: Do not let the cable end touch any metal. Damage to the battery and other components may result. Page 1514 Trim Height Specifications Trim Height Specifications Page 6386 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 6434 C130 Engine Harness To Fuel Injector Harness Part 2 Body Control Module (BCM) C1 Body Control Module: Diagrams Body Control Module (BCM) C1 Body Control Module - C1 Part 1 Page 4316 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. Page 6349 8. Use a flat-bladed tool to remove the locking pins from the body harness connector. 9. Disconnect the body harness connector. 10. Disconnect the remaining wiring harness connectors from the junction block. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center harness connectors into the electrical center. 2. Install the locking pin to the power supply connector NOTE: Refer to Fastener Notice in Cautions in Notices. 3. Install the bolts retaining the engine, I/P, and forward lamp wiring harness connectors to the junction block. Page 5576 9. Strip the nylon coating from the brake pipe end to be flared, if necessary. ^ Select the appropriate blade on the coating stripping tool included in the J 45405, by unthreading the blade block from the stripping tool and installing the block with the desired blade facing the tool rollers. ^ 6.35 mm (0.250 inch) blade for 4.76 mm (3/16 inch) diameter pipe ^ 9.50 mm (0.374 inch) blade for 6.35 mm (1/4 inch) diameter pipe ^ Insert the brake pipe end to be flared into the stripping tool to the depth of the ledge on the tool rollers. ^ While holding the brake pipe firmly against the stripping tool roller ledges, rotate the thumb wheel of the tool until the blade contacts the brake pipe coated surface. Important: Do not gouge the metal surface of the brake pipe. ^ Rotate the stripping tool in a clockwise direction, ensuring that the brake pipe end remains against the tool roller ledges. ^ After each successive revolution of the stripping tool, carefully rotate the thumb wheel of the tool clockwise, in order to continue stripping the coating from the brake pipe until the metal pipe surface is exposed. ^ Loosen the thumb wheel of the tool and remove the brake pipe. Important: Ensure that all loose remnants of the nylon coating have been removed from the brake pipe. ^ Inspect the stripped end of the brake pipe to ensure that the proper amount of coating has been removed. ^ 6.35 mm (0.250 inch) for 4.76 mm (3/16 inch) diameter pipe ^ 9.50 mm (0.374 inch) for 6.35 mm (1/4 inch) diameter pipe 10. Chamfer the inside and outside diameter of the pipe with the de-burring tool included in the J 45405. 11. Install the tube nuts on the brake pipe, noting their orientation. 12. Clean the brake pipe and the J-45405 lubricant, contaminants, and debris. Page 4734 10. Remove the oil level control valve. 11. Remove the oil filter and oil filter O-ring seal. The seal may stay in case when filter is removed. Important: Do not score or damage the transaxle case when removing the filter neck seal. 12. Using a chisel, indent the top of the filter neck seal to relax the press fit. 13. Remove the filter neck seal from the transaxle case and discard. 14. Remove all traces of the old gasket material. 15. Clean the transaxle case and oil pan gasket surfaces with solvent, and allow to air dry. Installation Procedure Notice: Use petroleum jelly when lubricating the components. Greases other than petroleum jelly will change the transaxle fluid characteristics and will cause undesirable shift conditions or filter clogging. Page 800 Underhood Lamp Switch: Description and Operation HOOD AJAR SWITCH The hood switch provides status of the hood to the body control module (BCM) for remote vehicle start (RVS) functions. It is integrated into the hood latch assembly. The hood ajar switch provides 2 separate inputs to the BCM. When the hood is closed, the hood ajar open signal circuit is approximately battery voltage. The hood ajar closed signal circuit is pulled low to ground. The opposite occurs when the hood is opened. Page 3343 Page 7545 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 1319 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 1547 Disclaimer Steering - Revised Tilt Lever Replacement Tilt Wheel Handle: All Technical Service Bulletins Steering - Revised Tilt Lever Replacement Bulletin No.: 06-02-35-012 Date: May 18, 2006 SERVICE MANUAL UPDATE Subject: Revised Tilt Lever Replacement Models: 2004-2006 Chevrolet Malibu 2005-2006 Pontiac G6 This bulletin is being issued to revise the Tilt Lever Replacement procedure in the Steering Wheel and Column sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Tilt Lever Replacement (EPS) Removal Procedure 1. Disable the SIR system. 2. Disconnect the negative battery cable. 3. Remove the steering column knee bolster. Important: DO NOT disconnect the adjustable brake pedal cable. Page 1241 Knock Sensor: Diagrams Knock Sensor (KS) 1 Page 2347 16. Install the lower closeout panel. 17. Lower the vehicle. 18. Fill the crankcase. 19. Connect the negative battery cable. Page 7845 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Place the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. Open front hood and locate the front end sensor, also known as the front end sensor (1). 7. Remove both connector position assurance (CPA) from the right and left front end sensor connector. 8. Remove both front end sensors connector from the front end sensor (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 4636 Phase three will eliminate the oil pump body 0-ring seal groove and the 0-ring seal. Beginning March 2004, a new stamped carrier molded rubber seal (2) will be used to seal the pump assembly to the transmission case. The pump sealing surface is now the outer diameter of the pump and the inner diameter (1) of the transmission case bore. Unlike the current 0-ring seal, which is installed on the oil pump body, the new seal is installed after the pump assembly is properly positioned and torqued in place. Seating the seal is accomplished when the torque converter housing is installed, which presses the seal (3) into position between the pump and the case bore (1). As a result of the modified casting and the deeper pump bore machining, the area between the oil pan mounting surface and the pump bore has decreased. Because of the reduced material in this area (1) it is necessary to use the shorter oil pan attaching bolts (2). Early pan bolts (3), before November 2002, should not be used with the modified case design, since they are 1.0 mm (0.39 in) longer and could deform the chamfer surface (4). Service Information Page 6705 10. Remove the garnish molding from the upper lock pillar. 11. Remove the CPA from the roof rail module-left connector. 12. Disconnect the roof rail module-left connector from the vehicle harness connector. 13. Remove the LH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Left connector (4). 15. Remove the SIS-Left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Left go to step 3. To enable the roof rail module-left go to step 7, and to enable the seat belt pretensioner-LF go to step 9. Page 6409 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 3 Page 4718 Disclaimer Fuel Level Sensor Replacement (Malibu MAXX) Fuel Level Sensor: Service and Repair Fuel Level Sensor Replacement (Malibu MAXX) FUEL LEVEL SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Page 3706 Oxygen Sensor: Service Precautions Heated Oxygen Sensor Resistance Learn Reset Notice Notice: When replacing the HO2S perform the following: ^ A code clear with a scan tool, regardless of whether or not a DTC is set ^ HO2S heater resistance learn reset with a scan tool, where available Perform the above in order to reset the HO2S resistance learned value and avoid possible HO2S failure. Locations Left Rear Of Engine Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: Customer Interest Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 7307 2. Install the air temperature actuator. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the air temperature actuator screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 4. Install the knee bolster. 5. Install the left closeout panel. 6. Install the fuse labeled HVAC CTRL (BATT). Mode Actuator Replacement MODE ACTUATOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuse labeled HVAC CTRL (BATT). 2. Completely open instrument panel (I/P) compartment door by pressing both tabs that support the stop bumpers. 3. Remove the mode actuator wire harness connector. 4. Remove the mode actuator screws. Page 1482 Disclaimer Page 7698 6. Remove the left/driver outer trim cover from the I/P. 7. Remove the connector position assurance (CPA) from the steering wheel module coil connector. 8. Disconnect the steering wheel module coil connector from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the left outer trim cover to the I/P. Page 6393 C100 Engine Harness To Automatic Transmission Harness Part 2 Page 817 Pedal Positioning Switch: Service and Repair ACCESSORY SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) trim panel. 2. Remove the fog lamp switch wire harness connector. 3. Remove the fog lamp switch. 4. Remove the adjustable pedal switch wire harness connector. 5. Remove the adjustable pedal switch. INSTALLATION PROCEDURE 1. Install the adjustable pedal switch. 2. Install the adjustable pedal switch wire harness connector. Page 7012 Tighten the bolt to 90 N.m (66 lb ft). 13. Install the front transmission mount through bolt. Tighten the bolt to 90 N.m (66 lb ft). 14. Connect the intermediate steering shaft to the steering gear. Locate the shaft as previously noted. 15. Install the intermediate steering shaft pinch bolt. Tighten the bolt to 49 N.m (36 lb ft). 16. Install the exhaust crossover pipe. 17. Connect the lower radiator support bracket to frame bolts using the alignment feature. Tighten the radiator support bracket bolts to 60 N.m (44 lb ft). 18. Install the engine splash shields. 19. Install the front wheels. 20. Lower the vehicle. 21. Remove the powertrain support fixture. 22. Remove the radiator and condenser support. Page 714 The malfunction indicator lamp (MIL) is located in the instrument panel cluster. The MIL will display as either SERVICE ENGINE SOON or one of the following symbols when commanded ON: The MIL indicates that an emissions related fault has occurred and vehicle service is required. The following is a list of the modes of operation for the MIL: The MIL illuminates when the ignition is turned ON, with the engine OFF. This is a bulb test to ensure the MIL is able to illuminate. - The MIL turns OFF after the engine is started if a diagnostic fault is not present. - The MIL remains illuminated after the engine is started if the control module detects a fault. A diagnostic trouble code (DTC) is stored any time the control module illuminates the MIL due to an emissions related fault. The MIL turns OFF after three consecutive ignition cycles in which a Test Passed has been reported for the diagnostic test that originally caused the MIL to illuminate. - The MIL flashes if the control module detects a misfire condition which could damage the catalytic converter. - When the MIL is illuminated and the engine stalls, the MIL will remain illuminated as long as the ignition is ON. - When the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition is cycled OFF and then ON. TRIP A trip is an interval of time during which the diagnostic test runs. A trip may consist of only a key cycle to power up the powertrain control module (PCM), allow the diagnostic to run, then cycle the key off to power down the PCM. A trip may also involve a PCM power up, meeting specific conditions to run the diagnostic test, then powering down the PCM. The definition of a trip depends upon the diagnostic. Some diagnostic tests run only once per trip (i.e., catalyst monitor) while other tests run continuously during each trip (i.e., misfire). WARM-UP CYCLE The powertrain control module (PCM) uses warm-up cycles to run some diagnostics and to clear any diagnostic trouble codes (DTCs). A warm-up cycle occurs when the engine coolant temperature increases 22°C (40°F) from the start-up temperature. The engine coolant must also achieve a minimum temperature of 71°C (160°F). The PCM counts the number of warm-up cycles in order to clear the malfunction indicator lamp (MIL). The PCM will clear the DTCs when 40 consecutive warm-up cycles occur without a malfunction. DIAGNOSTIC TROUBLE CODES (DTCS) The powertrain control module (PCM) is programmed with test routines that test the operation of the various systems the PCM controls. Some tests monitor internal PCM functions. Many tests are run continuously. Other tests run only under specific conditions, referred to as Conditions for Running the DTC. When the vehicle is operating within the conditions for running a particular test, the PCM monitors certain parameters and determines if the values are within an expected range. The parameters and values considered outside the range of normal operation are listed as CONDITIONS FOR SETTING THE DTC. When the conditions for setting the DTC occur, the PCM executes the Action Taken When the DTC Sets. Some DTCs alert the driver via the malfunction indicator lamp (MIL) or a message. Other DTCs do not trigger a driver warning, but are stored in memory. The PCM also saves data and input parameters when most DTCs are set. This data is stored in the Freeze Frame and/or Failure Records. The DTCs are categorized by type. The DTC type is determined by the MIL operation and the manner in which the fault data is stored when a particular DTC fails. In some cases there may be exceptions to this structure. Therefore, when diagnosing the system it is important to read the Action Taken When the DTC Sets and the Conditions for Clearing the DTC in the supporting text. There are different types of DTCs and different actions taken when the DTCs set. Refer to Diagnostic Trouble Code (DTC) Type Definitions for a description of the general characteristics of each DTC type. DTC STATUS When the scan tool displays a DTC, the status of the DTC is also displayed. The following DTC statuses are indicated only when they apply to the DTC that is set. Fail This Ign. (Fail This Ignition): Indicates that this DTC failed during the present ignition cycle. Page 494 Page 1346 TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 6628 Alignment: Specifications Wheel Alignment Specifications The content of this article reflects the changes identified in TSB 05-03-07-005. Wheel Alignment Specifications Page 5489 A: Because the Pro-Cut on-car lathe adjusts in a live mode while spinning the hub/rotor, the dynamics of a floating axle are effectively eliminated. Once the lathe is compensated, there is no difference in the cutting/surface finish and LRO are just the same as with a non-floating axle. - Q: Which lathe is essential for performing brake work, the bench or on-car? A: Dealers must have a well maintained bench lathe and well maintained on-car lathe. These lathes need to be calibrated on a monthly basis. BOTH lathes are essential to providing quality brake service. - Q: What is the expected tip life for an on-car lathe? A: The geometry and composition of the Pro-Cut tips are designed for "single pass" cutting. When using the Pro-Cut the cutting depth should be set to take all material needed to get below rust grooves, eliminate all run-out and resurface the entire disc in a single pass. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. No "skim cut" or "finish cut" is needed. Failure to follow this procedure will shorten tip life. The Pro-cut tips will last between 7-12 cuts per corner. With three usable corners, a pair of tips is good for at least 21 cuts. - Q: Why does GM recommend the use of single pass (referred to as "positive rake") bench and on-car brake lathes? A: GM Service and GM Brake Engineering have performed competitive evaluations on a significant number of bench and on-car brake lathes. These tests measured critical performance characteristics such as flatness, surface finish and the ability of the lathe to repeat accuracy over many uses. In each test, single pass lathe designs out performed the competitors. Single pass brake lathes are more productive requiring less time to perform the same procedure. - Q: Is it okay to leave the caliper/pads installed while cutting rotors using an on-car lathe? A: On-car lathes should never be used with the pads and calipers installed on the vehicle. The debris from cutting the rotors can contaminate the brake pads/calipers which can lead to other brake concerns and comebacks. - Q: What information needs to be documented on the Repair Order? A: Any claim that is submitted using the labor operations in this bulletin, must have the Original Rotor Thickness and Refinish Rotor Thickness (if refinished) documented on the repair order. For more information, refer to the "Repair Order Required Documentation" section of this bulletin. All Warranty Repair Orders paid by GM, are subject to review for compliance and may be debited where the repair does not comply with this procedure. Brake Warranty BRAKE WARRANTY Brake Rotors: - Brake rotor warranty is covered under the terms of the GM New Vehicle Limited Warranty. Reference the vehicle's warranty guide for verification. - Rotors should not be refinished or replaced during normal/routine pad replacement. - Rotors should not be refinished or replaced and is ineffective in correcting brake squeal type noises and/or premature lining wear out. - Rotors should not be refinished or replaced for cosmetic corrosion. Clean up of braking surfaces can be accomplished by 10-15 moderate stops from 56-64 km/h (35-40 mph) with cooling time between stops. - Rotors should not be refinished or replaced for rotor discoloration/hard spots. - Rotors should be refinished NOT replaced for Customer Pulsation concerns. This condition is a result of rotor thickness variation, usually caused by LRO (wear induced over time and miles) or corrosion (Lot Rot). - When rotor refinishing, only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. - Rotors should be refinished for severe scoring - depth in excess of 1.5 mm (0.060 in). Important If the scoring depth is more than 1.5 mm (0.060 in) after the rotor is refinished, it should be replaced. Page 6708 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. 6. Remove the left/driver outer trim cover from the I/P. 7. Remove the connector position assurance (CPA) from the steering wheel module coil connector. 8. Disconnect the steering wheel module coil connector from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 960 Instrument Panel Page 364 Page 3597 Powertrain Control Module (PCM) C3 Part 4 Page 2443 Lower Left Front Of Engine Page 2649 10. The radiator air side seals must be in the proper position for proper air flow. Important: Replace the radiator lower mounts as a pair or vibration may result. 11. Install the radiator lower mounts. 12. Install the lower radiator support brackets. 13. Install the lower radiator support bracket bolts. ^ Tighten the bolts to 60 Nm (44 ft. lbs.). 14. Install the transmission oil cooler pipes to the transmission. 15. Install the transmission oil cooler pipes attachment nut to the transmission. ^ Tighten the nut to 7 Nm (62 inch lbs.). Page 176 Page 683 Steps 1-3 Page 6017 8. Use a flat-bladed tool to remove the locking pins from the body harness connector. 9. Disconnect the body harness connector. 10. Disconnect the remaining wiring harness connectors from the junction block. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center harness connectors into the electrical center. 2. Install the locking pin to the power supply connector NOTE: Refer to Fastener Notice in Cautions in Notices. 3. Install the bolts retaining the engine, I/P, and forward lamp wiring harness connectors to the junction block. Locks - Key Code Security Rules and Information Key: Technical Service Bulletins Locks - Key Code Security Rules and Information INFORMATION Bulletin No.: 10-00-89-010 Date: May 27, 2010 Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada Only) Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saturn and Saab 2002 and Prior Isuzu Attention: This bulletin has been created to address potential issues and questions regarding KeyCode security. This bulletin should be read by all parties involved in KeyCode activity, including dealer operator, partner security coordinator, sales, service and parts departments. A copy of this bulletin should be printed and maintained in the parts department for use as a reference. Important U.S. dealers should refer to Corporate Bulletin Number 10-00-89-009. Where Are Key Codes Located? General Motors provides access to KeyCodes through three sources when a vehicle is delivered to a dealer. Vehicle KeyCodes are located on the original vehicle invoice to the dealership. There is a small white bar coded tag sent with most new vehicles that also has the key code printed on it. Dealerships should make a practice of comparing the tag's keycode numbers to the keycode listed on the invoice. Any discrepancy should be reported immediately to the GM of Canada Key Code Inquiry Desk. Remember to remove the key tag prior to showing vehicles to potential customers. The third source for Key codes is through the GM KeyCode Look-Up feature within the OEConnection D2DLink application. KeyCode Look-Up currently goes back 17 previous model years from the current model year. When a vehicle is received by the dealership, care should be taken to safeguard the original vehicle invoice and KeyCode tag provided with the vehicle. Potential customers should not have access to the invoice or this KeyCode tag prior to the sale being completed. After a sale has been completed, the KeyCode information belongs to the customer and General Motors. Tip Only the original invoice contains key code information, a re-printed invoice does not. GM KeyCode Look-Up Application for GM of Canada Dealers All dealers should review the General Motors of Canada KeyCode Look-Up Policies and Procedures (Service Policy & Procedures Manual Section 3.1.6 "Replacement of VIN plates & keys"). Please note that the KeyCode Access site is restricted. Only authorized users should be using this application. Please see your Parts Manager for site authorized users. KeyCode Look-Up currently goes back 17 years from current model year. Important notes about security: - Users may not access the system from multiple computers simultaneously. - Users may only request one KeyCode at a time. - KeyCode information will only be available on the screen for 2 minutes. - Each user is personally responsible for maintaining and protecting their password. - Never share your password with others. - User Id's are suspended after 6 consecutive failed attempts. - User Id's are disabled if not used for 90 days. - Processes must be in place for regular dealership reviews. - The Parts Manager (or assigned management) must have processes in place for employee termination or life change events. Upon termination individuals access must be turned off immediately and access should be re-evaluated upon any position changes within the dealership. - If you think your password or ID security has been breached, contact Dealer Systems Support at 1-800-265-0573. Page 2308 Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine mount strut in to the vehicle. ^ Tighten the engine mount strut to body bolts to 50 Nm (37 ft. lbs.). 2. Rotate the engine mount strut to the horizontal position. 3. Install the engine mount strut to bracket bolts. ^ Tighten the bolts to 50 Nm (37 ft. lbs.). 4. Install the air cleaner assembly. Page 7831 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 4 Page 6844 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 101 12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and remove the tape (B) holding the optic cables. 12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a screwdriver. Remove the secondary catch (E) on the connector and remove the optic cables coming from the OnStar(R) control modules. 12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the secondary catch (E). Connect the connector so that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the locking strip (C). Page 4854 7. Install the shifter cable onto the control assembly. 8. Connect the shifter cable onto the control assembly pin. 9. Install the console. Page 4242 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transaxle case side cover. 2. Remove the TFP switch assembly bolts. 3. Remove the TFP switch assembly from the control valve body assembly. The TFP switch O-rings are reusable if not damaged and should remain with the switch assembly. Installation Procedure 1. Inspect the TFP switch assembly in order to verify the condition and correct location of the pressure switch O-rings. If necessary, replace the O-rings. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the TFP switch assembly onto the control valve body assembly and install the bolts. Tighten the control valve body bolts to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Start the engine, warm up the transaxle and check for leaks. 5. Inspect for proper fluid level. Page 6418 C320 Body Harness To Right Inflatable Restraint Side Impact Module Jumper Harness Page 2822 Body Control Module (BCM) C2 Part 2 Page 7743 6. Seat one banana plug into the other in order to short the deployment harness leads. 7. If the inflator module did not deploy, disconnect the adapter and discontinue the procedure. Contact the Technical Assistance Group. Otherwise, proceed to the following steps. CAUTION: Refer to SIR Deployed Inflator Modules Are Hot Caution in Service Precautions. 8. Put on a pair of shop gloves. 9. Disconnect the pigtail adapter from the inflator module as soon as possible. 10. Dispose of the deployed inflator module through normal refuse channels. 11. Wash hands with a mild soap. Deployment Inside Vehicle (Vehicle Scrapping Procedure) DEPLOYMENT INSIDE VEHICLE (VEHICLE SCRAPPING PROCEDURE) Deploy the inflator modules inside of the vehicle when destroying the vehicle or when salvaging the vehicle for parts. This includes, but is not limited to, the following situations: The vehicle has completed a useful life. - Irreparable damage occurs to the vehicle in a non-deployment type accident. - Irreparable damage occurs to the vehicle during a theft. - The vehicle is being salvaged for parts to be used on a vehicle with a different VIN as opposed to rebuilding as the same VIN. CAUTION: Refer to SIR Inflatable Module Deployment Outside Vehicle Caution in Service Precautions. 1. Turn OFF the ignition. 2. Remove the ignition key. 3. Put on safety glasses. 4. Remove all loose objects from the front seats. 5. Disable the SIR system. Refer to SIR Disabling and Enabling Zones. CAUTION: A deployed dual stage inflator module will look the same whether one or both stages were used, always assume a deployed dual stage inflator module has an active stage 2. Improper handling or servicing can activate the inflator module and cause personal injury. Powertrain Control Module (PCM) Engine Control Module: Description and Operation Powertrain Control Module (PCM) POWERTRAIN CONTROL MODULE (PCM) DESCRIPTION POWERTRAIN The powertrain has electronic controls to reduce exhaust emissions while maintaining excellent driveability and fuel economy. The powertrain control module (PCM) is the control center of this system. The PCM monitors numerous engine and vehicle functions. The PCM constantly looks at the information from various sensors and other inputs, and controls the systems that affect vehicle performance and emissions. The PCM also performs the diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM. The following are some of the functions that the PCM controls: The engine fueling - The ignition control (IC) - The knock sensor (KS) system - The evaporative emissions (EVAP) system - The secondary air injection (AIR) system (if equipped) - The exhaust gas recirculation (EGR) system - The automatic transmission functions - The generator - The A/C clutch control - The cooling fan control POWERTRAIN CONTROL MODULE FUNCTION The powertrain control module (PCM) constantly looks at the information from various sensors and other inputs and controls systems that affect vehicle performance and emissions. The PCM also performs diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. The input and output devices in the PCM include analog-to-digital converters, signal buffers, counters, and output drivers. The output drivers are electronic switches that complete a ground or voltage circuit when turned on. Most PCM controlled components are operated via output drivers. The PCM monitors these driver circuits for proper operation and, in most cases, can set a DTC corresponding to the controlled device if a problem is detected. MALFUNCTION INDICATOR LAMP (MIL) OPERATION Page 5878 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 20 Page 8453 A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Valve Body: Customer Interest A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Bulletin No.: 07-07-30-025 Date: October 01, 2007 INFORMATION Subject: Information On 4T40-E (MN4) and 4T45-E (MN5) Front Wheel Drive Automatic Transmission Valve Body Reconditioning, DTC P0741, P0742, P0751, P0752, P0756, P0757, P1811, Harsh Shifts, Slips, No Drive, No Reverse Models: 1997-2005 Chevrolet Cavalier 1997-2007 Chevrolet Malibu 2005-2007 Chevrolet Cobalt 2006-2007 Chevrolet Malibu Maxx, HHR 1997-1998 Oldsmobile Cutlass 1999-2004 Oldsmobile Alero 1997-2005 Pontiac Sunfire 1999-2005 Pontiac Grand Am 2005-2006 Pontiac Pursuit (Canada Only) 2005-2007 Pontiac G6 2007 Pontiac GS 2000-2005 Saturn L-Series 2005-2007 Saturn ION, VUE 2007 Saturn Aura with Hydra-Matic(R) 4T40-E (RPO MN4) and 4T45-E (RPO MN5) Automatic Transmission The following new service information outlined in this bulletin will aid technicians in providing easy to follow valve body reconditioning instructions and new illustrations to simplify reassembly of the valve body. The service bulletin will also provide additional service information documents that are related to the 4L6x transmission family. Related Service Documents PIP 3253B - No Move Drive or Reverse 02-07-30-039F - Firm Transmission Shifts 02-07-30-050 - Engineering Change Valve Body If valve body cleaning is not required, Do Not disassembly bores unless it is necessary to verify movement of valves. Inspection Procedure Using the exploded views in this bulletin, inspect each bore for freedom of valve(s) movement and evidence of debris. Pay particular attention to those valves related to the customer's concern. Verify movement of the valves in their normal installed position. Valves may become restricted during removal or installation. This is normal due to small tolerances between the valves and bores. If a valve is restricted and cannot be corrected by cleaning valve and bore, then replace valve body. Describe restricted valve on repair order. Be sure all solenoids are installed with the electrical connectors facing the non-machined (cast) side of the valve body; otherwise, the solenoids will bind against the transmission case as the valve body bolts are tightened and damage may occur. Disassembly/Reassembly If a valve is restricted by a metal burr from machining that bore, remove valve and burr, then inspect movement in the valve's normal position. If no other debris or restrictions are found, then reassemble valve body and install in the transmission. If the valve body has been contaminated with debris from another transmission component failure, then disassemble all bores for complete cleaning of all valve body components. If possible keep individual bore parts separated for ease of reassembly. Use the following illustrations in this bulletin for a Page 6343 Fuse Block: Application and ID Fuse Block - Underhood Location View Application Table Part 1 Page 5365 7. Remove the 3 brake pedal assembly to instrument panel (I/P) carrier bolts. 8. Remove the brake pedal assembly from the vehicle. Installation Procedure 1. Install the brake pedal assembly to the vehicle. Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. 2. Install the 3 brake pedal assembly to I/P carrier bolts. Tighten Tighten the bolts to 25 Nm (18 lb ft). Page 5715 5. Remove the transaxle range switch bolts and remove the switch. Installation Procedure (Old Switch) 1. Make sure the transaxle manual shaft is in the Neutral position. 2. Align the flats on the transaxle shift shaft with the flats on the transaxle range switch and install the switch. 3. Loosely install the transaxle range switch bolts. 4. Insert the J 41545 as shown and rotate the switch until the tool drops onto position. Notice: Refer to Fastener Notice in Service Precautions. 5. Tighten the transaxle range switch bolts. Tighten the range switch bolts to 20 Nm (15 ft. lbs.). 6. Remove the alignment tool. Page 2096 9. Remove the hub and bearing assembly from the steering knuckle. Installation Procedure 1. Install the hub and bearing assembly to the steering knuckle. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 3 hub and bearing assembly bolts. ^ Tighten the hub and bearing assembly bolts to 115 Nm (85 ft. lbs.). 3. Install the wheel speed sensor connector into the bracket until the locking tabs click into place, if equipped with ABS. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. Page 1871 Left Rear Of Passenger Compartment Rear (Extended Sedan) Page 1993 Page 6677 3.3. Verify the torque to 50 Nm (37 ft. lbs.). 4. Install the wheel bearing, brake rotor, brake caliper and front wheels. 5. Lower the vehicle. 6. Road test the vehicle in order to verify alignment. If a lead or pull is present refer to Measuring Wheel Alignment in Wheel Alignment. Page 1900 Fuse Block - Underhood C3 Part 4 Page 1842 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. SIR Disabling and Enabling Zone 5 SIR DISABLING AND ENABLING ZONE 5 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center, then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. 6. Remove the right/passenger outer trim cover from the I/P (3). 7. Remove the connector position assurance (CPA) from the I/P module connector (2). 8. Disconnect the I/P module connector (1) from the vehicle harness connector (2). ENABLING PROCEDURE Page 5441 Notice: Refer to Fastener Notice in Service Precautions. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. 1. Install the brake caliper mounting bracket to the steering knuckle. 2. Install the brake caliper mounting bracket bolts (1). ^ Tighten the bolts to 115 Nm (85 ft. lbs.). 3. Apply a very thin coating of high temperature silicone brake lubricant to the pad hardware mating surfaces (1) of the caliper bracket only. 4. Clean the brake pad mating surfaces of the brake pad retainers (2). 5. Install the brake pad retainers (2) to the brake caliper bracket. Important: The wear sensor equipped disc brake pad must be mounted inboard of the rotor with the leading edge of the sensor facing the brake rotor during forward wheel rotation, or at the top of the pad when installed in vehicle position. 6. Install the brake pads (2) to the brake caliper bracket. 7. Remove the support (1) and reposition the brake caliper over the brake pads and to the mounting bracket. Rear Brake Caliper Bracket Replacement- Rear Removal Procedure Locations Pedal Positioning Switch: Locations Instrument Panel Capacity Specifications Coolant: Capacity Specifications Engine Cooling .................................................................................................................................... ............................................... 9.6 liters (10.0 quarts) NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the recommended level and recheck fluid level. Page 799 Hood Ajar Switch (with RPO Code AP3) Page 4112 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the camshaft position (CMP) sensor electrical connector. 2. Remove the CMP sensor bolt. 3. Remove the CMP sensor. 4. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil and replace the O-ring if damaged. 2. Install the CMP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CMP sensor bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. Specifications Compression Check: Specifications The lowest reading should not be less than 70 percent of the highest reading. No cylinder reading should be less than 689 kPa (100 psi) Page 6965 Front Steering Knuckle: Service and Repair Front Steering Knuckle Replacement ^ Tools Required J 24319-B Universal Steering Linkage Puller Removal Procedure 1. Raise and support the vehicle. 2. Remove the wheel bearing. 3. Remove the outer tie rod to knuckle nut. 4. Using the J 24319-B, separate the tie rod from the steering knuckle. Page 6341 Application Table Part 3 Page 4419 Page 7420 9. Bend the radiator air side seals and insert the seals into the channel of the intake air splash shields. 10. The radiator air side seals must be in the proper position for proper airflow. 11. Install both lower radiator mounting brackets. 12. Install both lower radiator mounting brackets bolts. Tighten Tighten the bolts to 60 N.m (44 lb ft). 13. Install the liquid line to the condenser. 14. Install the compressor hose to the condenser. Description and Operation Shift Indicator: Description and Operation PRNDL DISPLAY The instrument panel cluster (IPC) displays the selected gear position as determined by the powertrain control module (PCM). The IPC receives a GMLAN message from the body control module (BCM) indicating the gear position. The PRNDL display blanks if: - The PCM detects a malfunction in the transmission range switch circuit. - The IPC detects a loss of GMLAN communications with the BCM. OnStar(R) - Generation 6 Service Procedures Technical Service Bulletin # 09-08-46-001 Date: 090409 OnStar(R) - Generation 6 Service Procedures INFORMATION Bulletin No.: 09-08-46-001 Date: April 09, 2009 Subject: Servicing Vehicles Upgraded to OnStar(R) Generation 6 Digital‐Capable System (Follow Information Below) Models Attention: This bulletin is being issued to provide dealer personnel with information and the procedures to diagnose an upgraded OnStar(R) Generation 6 Digital-Capable system. Program Overview Since it was launched in 1996, OnStar® has relied on an analog wireless network to provide communication to and from OnStar-equipped vehicles. As part of an industry wide change in the North American wireless telecommunications industry, wireless carriers are transitioning to digital technology and will no longer support the analog wireless network beginning early 2008. Effective January 1, 2008, OnStar(R) service in the United States and Canada will be available only through vehicles that are capable of operating on the digital network. Refer to Corporate Bulletin Number 05-08-46-006H for information about upgrading certain vehicles to digital service. Details were covered in both the November 2006 and December 2007 issues of TechLink, which are available in the Archives of the TechLink website. Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within the OnStar(R) Canada Online Enrollment site that can be accessed from the OnStar(R) Brand Resources in GlobalConnect. Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). Page 6468 C800 Body Harness To Right Rear Door Harness Part 2 C807 Rear Lamp Harness To Right Tail Lamp Harness Page 2652 30. Remove the rope attached to the condenser and upper tie bar. 31. Install the upper radiator support brackets. Important: Do not allow the upper bracket to twist when tightening the screw or vibration may result. 32. Install the upper radiator support bracket bolts. ^ Tighten the bolts to 10 Nm (7 ft. lbs.). 33. Install the right headlamp. 34. Install the left headlamp. 35. Fill the coolant. 36. Inspect the transmission fluid level. Page 1362 Right Front Door Page 3900 Fuel Injector: Testing and Inspection Fuel Injector Balance Test with Tech 2 FUEL INJECTOR BALANCE TEST WITH TECH 2 CIRCUIT DESCRIPTION The scan tool first energizes the fuel pump and then the fuel injectors for a precise amount of time allowing a measured amount of fuel into the manifold. This causes a drop in system fuel pressure that can be recorded and used to compare each injector. TEST DESCRIPTION Steps 1 - 3 Page 6398 C110 Forward Lamp Harness To Right Headlamp Harness Page 4105 Ignition Control Module: Service and Repair IGNITION CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Note the position of the spark plug wires for the installation and disconnect the spark plug wires from the ignition coil and module assembly. 2. Remove the 4 screws securing the ignition coil and module assembly to the bracket. 3. Remove the ignition coil and module assembly. INSTALLATION PROCEDURE 1. Install the ignition coil and module assembly to the bracket. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ignition coil and module assembly screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 3. Connect the spark plug wires as noted during the removal. Page 5855 Page 6492 Application Table Part 3 Page 51 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 7660 Refrigerant Pressure Sensor / Switch: Description and Operation A/C REFRIGERANT PRESSURE SENSOR The A/C refrigerant pressure sensor is a 3-wire piezoelectric pressure transducer. A 5-volt reference, low reference, and signal circuits enable the sensor to operate. The A/C pressure signal can be between 0-5 volts. When the A/C refrigerant pressure is low, the signal value is near 0 volts. When the A/C refrigerant pressure is high, the signal value is near 5 volts. The A/C refrigerant pressure sensor prevents the A/C system from operating when an excessively high or low pressure condition exists. If the powertrain control module (PCM) detects a failure in the A/C refrigerant pressure sensor or A/C High Side Pressure sensor circuit, the GM LAN Low Speed bus message sent to the HVAC control module will be invalid. Page 2920 Top Rear Of Engine Diagrams DVD Player: Diagrams DVD Player C1 Part 1 Locations Lower Rear Of The Engine Page 1043 Page 477 Sunroof Control Module Page 6286 Auxiliary Power Outlet - Rear (Extended Sedan) Page 3248 Body Control Module: Scan Tool Testing and Procedures Scan Tool Data Definitions SCAN TOOL DATA DEFINITIONS Accessory Relay Command: The scan tool displays the state of the accessory relay command. Battery Voltage Signal: The scan tool displays the vehicle voltage. Ignition Mode Switch: The scan tool displays the ignition switch voltage signal. This signal is derived from the ignition Off/Run/Crank circuit. Ignition Switch Accessory: The scan tool displays the state of the ignition switch accessory circuit. Ignition Switch Run/Crank: The scan tool displays the state of the ignition switch Run/Crank circuit. Key In Ignition Cylinder: The scan tool displays whether or not the key is in the ignition cylinder. Power Mode: The scan tool displays the vehicle power mode. Run Relay Command: The scan tool displays the state of the Run relay. Run Crank Relay Command: The scan tool displays the state of the Run Crank relay. Vehicle Control Systems Data Page 8237 Page 1403 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 6187 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Locations Lower Rear Of The Engine Page 2681 Thermostat: Service and Repair Thermostat Replacement (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Remove the air cleaner intake duct. 2. Partially drain the cooling system. 3. Use the J 38185 in order to reposition the hose clamp from the water outlet housing. 4. Remove the radiator inlet hose from the water outlet housing. 5. Remove the water outlet housing bolts. 6. Remove the water outlet housing. 7. Remove the thermostat. A/T - Revised Converter Check Valve/Cooler Line Fitting Torque Converter Check Valve: Technical Service Bulletins A/T - Revised Converter Check Valve/Cooler Line Fitting INFORMATION Bulletin No.: 04-07-30-017B Date: November 25, 2008 Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler Fitting and Torque Converter Drain Back Check Ball Change Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks with one of the HYDRA-MATIC(R) Automatic Transmissions shown above. Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 04-07-30-017A (Section 07 - Transmission/Transaxle). Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings have changed and are not interchangeable with past models. The technician may find that when replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the transmission. A change to the transmission cooler line fittings was implemented in production on February 1, 2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler line fittings with the longer lead in pilot will not fit on models built before February 1, 2004. The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2) (3/8-18 NPSF w/check ball & 1/4-18 NPSF). If the transmission cooler lines will not connect, then replace them with the following cooler line fittings as appropriate with the older, shorter lead in pilot design: ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N 20793004. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second design P/N 15264588. ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N 20793005. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second design P/N 15264589. Transmission Mount Inspection Transmission Mount: Service and Repair Transmission Mount Inspection Transmission Mount Inspection Inspection Procedure Notice: In order to avoid oil pan damage and possible engine failure, insert a block of wood that spans the width of the oil pan bottom between the oil pan and the jack support. Important: Before replacing any transmission mount due to a suspected fluid loss, verify that the source of the fluid is the mount. 1. Raise the transmission/transaxle in order to relieve tension in the mount. 2. Observe the mount while raising the transmission/transaxle. Raising the transmission/transaxle removes the weight from the mount. 3. Replace the mount if it exhibits any of the following conditions: ^ The hard rubber surface is covered with heat check cracks. ^ The rubber is separated from the outer metal sleeve of the mount. ^ The rubber is split through the center of the transmission mount. ^ The mount is leaking fluid. 4. When replacing the transmission mounts or brackets, refer to the following procedures: ^ Transmission Mount Replacement - Front ^ Transmission Mount Replacement - Rear ^ Transmission Mount Replacement - Side (W/L61) or Transmission Mount Replacement - Side (W/LX9) Page 3252 Body Control Module: Removal and Replacement BODY CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the right console trim panel. 3. Remove the body control module (BCM) screws. 4. Remove the BCM wire harness connectors. 5. Remove the BCM. INSTALLATION PROCEDURE 1. Install the BCM. 2. Install the BCM wire harness connectors. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the BCM screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the right console trim panel. 5. Connect the negative battery cable. 6. For a new or remanufactured BCM, program the BCM. Refer to Body Control Module (BCM) Programming/RPO Configuration. See: Testing and Inspection/Programming and Relearning Page 3672 Lower Left Front Of Engine 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Page 2841 Body Control Module - C1 Part 6 Page 3689 Steps 23 - 29 The number below refers to the step number on the diagnostic table. 4. This step tests the MAP sensor's ability to correctly indicate BARO. 12. The measurement noted in this step will be used in subsequent steps if the measurement does not exceed the specified value. 15. This step calculates the resistance in the 5-volt reference circuit. 16. This step calculates the resistance in the low reference circuit. Page 1347 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transaxle case side cover. 2. Remove the TFP switch assembly bolts. 3. Remove the TFP switch assembly from the control valve body assembly. The TFP switch O-rings are reusable if not damaged and should remain with the switch assembly. Installation Procedure 1. Inspect the TFP switch assembly in order to verify the condition and correct location of the pressure switch O-rings. If necessary, replace the O-rings. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the TFP switch assembly onto the control valve body assembly and install the bolts. Tighten the control valve body bolts to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Start the engine, warm up the transaxle and check for leaks. 5. Inspect for proper fluid level. Page 1886 Fuse Block - Rear C4 Part 2 Page 3838 8. If water appears in the fuel sample, clean the fuel system and replace the fuel in the vehicle. Refer to Fuel System Cleaning. IMPORTANT:: Do not allow any substances other than gasoline, ethanol/gasoline blends, air, or acetone into the test ports of the fuel composition tester. Contaminants in the fuel composition tester could result in misdiagnosis. 9. Pour the fuel sample from the beaker (1) into the J 44175, until the level of the fuel is at the top of each fuel test port (2). 10. Observe the diagnostic LEDs on the fuel composition tester. If the red fuel diagnostic LED is illuminated, a fuel contamination condition exists. Refer to Fuel System Cleaning. 11. Measure the output frequency of the fuel composition tester. 12. Subtract 50 from the reading on the DMM to obtain the percentage of alcohol in the fuel sample. Refer to the examples in the table. 13. If the fuel sample contains more than 10 percent ethanol, replace the fuel in the vehicle. Page 4721 To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 8030 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 8436 ^ I/O check Any faults detected during the initialization self-test shall generate a DTC. All nodes also continuously perform a self-test while in an active state. DTCs and their associated telltales will set as a result of unprogrammed or unlearned information. DTCs, which are defined for system configuration (e.g. Vehicle Option Content not programmed) do not support the history status bit (set =0). Warning indicator bit is also set, when applicable, while this DTC is present. Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. The DTCs cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U1300, U1301, or U1305 Circuit Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the Class 2 serial data circuit about once every 2 seconds. When the module detects one of the following conditions on the Class 2 serial data circuit for approximately 3 seconds, the setting of all other Class 2 serial communication DTCs is inhibited and a DTC will set. Conditions for Running the DTCs Voltage supplied to the module is in the normal operating voltage range. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTCs No valid messages are detected on the Class 2 serial data circuit. The voltage level detected on the Class 2 serial data circuit is in one of the following conditions: Page 899 1. Install the park brake warning lamp switch (2) to the park brake pedal assembly (1). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the park brake warning lamp switch screw (3). ^ Tighten the screw to 2 Nm (18 inch lbs.). 3. Connect the electrical connector to the park brake warning lamp switch. 4. Install the closeout panel. 5. Check the operation of the park brake warning lamp switch. Page 3809 Disclaimer Page 1035 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 5239 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Locations Lower Rear Of The Engine Page 6439 C207 I/P Harness To Body Harness Part 3 Page 4708 When Servicing transmissions with the new seal design, use the following precautions: ^ The outer diameter of the pump assembly and case bore must be clean and free of burrs or raised surfaces. Be aware of sharp edges that could damage the seal during installation. ^ The seal should be clean and dry before installation. It does not require lubrication for installation. ^ The seal should be inspected prior to installation for obvious damage. ^ It is preferable to hand-start the seal positioning the seal evenly around the case bore before installing the torque converter housing. ^ The seal can be easily removed by prying it out, typical of a pressed-on seal. ^ The seal may be reused, however a thorough inspection must be performed. Inspect the seal for the following conditions: ^ Distortion of the metal carrier or separation from the rubber seal. ^ A cut, deformed, or damaged seal. ^ Refer to the appropriate unit repair information in SI for seal removal and installation procedures. Parts Interchangeability Information In order to properly service the different designs, it is necessary to correctly identify and select corresponding parts for each level. This table provides a summary of the part usage for the different design levels. Page 7931 Driver Seat Page 1224 Crankshaft Position (CKP) Sensor Page 7885 Page 117 For vehicles repaired under warranty use, the table. Disclaimer Page 1850 ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the driver/left outer trim cover to the instrument Panel (I/P). 5. Connect the seat belt pretensioner-LF connector. 6. Install the CPA to the seat belt pretensioner-LF connector. 7. Install the left/driver lower center pillar trim. Page 8165 Page 2795 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Page 5919 Page 540 IMPORTANT: Do not adjust any controls on the HVAC control module while the HVAC control module is calibrating. If interrupted improper HVAC performance will result. 5. Start the engine and let run for one minute. Page 3222 Body Control Module: Diagrams Body Control Module (BCM) C3 Body Control Module - C3 Part 1 Page 518 1. Clean the sealing surface of the BPMV, with denatured alcohol and a clean shop cloth. 2. Use care when aligning the EBCM to the BPMV electrical terminals. Install the EBCM to the BPMV. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the 4 EBCM-to-BPMV retaining bolts (1). ^ Tighten the bolts in a criss-cross pattern. ^ Tighten the bolts to 5 Nm (44 inch lbs.). Important: Ensure that the electrical connector Is correctly inserted properly into the EBCM prior to swinging the assist locking lever into position. Failure to make a proper connection may cause communication problems with the module. 4. Connect the electrical connector to the EBCM. 5. If installing a new EBCM it is necessary to program the EBCM. See: Testing and Inspection/Programming and Relearning Page 391 1. Remove the ground cable from the battery's negative cable. 2. Remove the center console, see WIS - Body - Interior. 3. Loosen the gear shift housing (A). AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws. 4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and secure the cable. 4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B). Page 3195 Body Control Module (BCM) C2 Part 1 Restraints - Seat Belt Warning Lamp On/Buckling Issues Seat Belt Buckle: All Technical Service Bulletins Restraints - Seat Belt Warning Lamp On/Buckling Issues INFORMATION Bulletin No.: 09-09-40-001A Date: February 02, 2011 Subject: Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7 X Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-09-40-001 (Section 09 - Restraints). This bulletin is being published to advise dealers about seat belt buckles not operating and/or seat belt warning light illumination, as well as difficulty latching and unlatching the buckle or the buckle release button sticking. Analysis of warranty data has determined that this condition may be caused by sticky beverages being spilled onto or into the seat belt buckle assembly. Foreign debris from food, candy wrappers, paper and coins can also contribute to this condition. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise the customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. Important Never insert anything other than the seat belt latch plate into the buckle assembly. Do not attempt to dig anything out of a buckle with a tool. Never try to wash out a buckle to remove a spilled liquid as this may damage the buckle. Use the following steps to determine the cause of the concern. 1. Inspect the buckle assembly with a light shining on the latch plate insertion area. Look for any debris or foreign objects in the buckle. 2. If any debris or foreign objects are observed, try to vacuum out the item. After the foreign material is removed, latch and unlatch the seat belt. If the system functions properly, do not replace the seat belt buckle assembly. 3. If the condition has not been corrected, inspect the buckle assembly for any sticky residue. If sticky residue is found, inform the customer that a substance was spilled on the seat belt buckle assembly causing the malfunction. The buckle assembly will need to be replaced at the customer's expense. 4. Refer to SI for seat belt component replacement. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced at the customer's expense. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. 5. If further restraint diagnosis is required, refer to Seat Belt System Operational and Functional Checks in SI. Page 2113 Disclaimer Page 1148 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Steering - Front End Clunk/Rattle/Knock On Bumps Steering Gear: All Technical Service Bulletins Steering - Front End Clunk/Rattle/Knock On Bumps TECHNICAL Bulletin No.: 06-02-32-007G Date: April 05, 2010 Subject: Clunk, Knock or Rattle Noise From Front of Vehicle While Driving or Turning Over Bumps at Low Speeds (Diagnose Noise and Perform Outlined Repair) Models: 2004-2006 Chevrolet Malibu Maxx 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn Aura Supercede: This bulletin is being revised to update the Parts Information for the bolt. Please discard Corporate Bulletin Number 06-02-32-007F (Section 02 - Steering). Condition 1 Some customers may comment on a clunk noise heard and felt in the steering wheel while driving at slow speeds and turning. The clunk noise may appear to be directly in front of the driver. Hitting a bump while turning can produce the clunk noise. Sometimes the noise may be duplicated when the vehicle is sitting still and the steering wheel is turned 90 degrees in either direction before initially centering the steering wheel. Cause 1 The clunk noise may be caused by a slip/stick condition between the inner and outer components of the intermediate shaft. Important Revised design intermediate shafts went into production in the 2009 model year and are the only design currently available through GMSPO since approximately September 2008. Since any model year vehicle could have had a second design shaft installed, it is critical to identify it before proceeding. The revised design intermediate shafts will NOT tolerate any type of lubricant per the following instructions. Adding lube to the second design shafts will cause a clunk noise in a very short period of time. Use the following pictures to identify which design of shaft you are servicing. Electric Assist Power Steering First Design - Bare Steel Tube (Lube OK) Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 5221 Page 4356 Page 4908 of transmission fluid (ATF), (DEXRON(R)VI) (fluid) that is to be charged for the flush portion of the repair should not exceed the allowable charge for 7.5 L (2 gal) of fluid. This expense should be shown in the Parts Section of the warranty claim document. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card, entered in the warranty claim labor operation Flush Code additional field (when available) and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. Disclaimer Page 82 Page 3916 Fuel Line Coupler: Service and Repair Quick Connect Fitting(S) Service (Plastic Collar) QUICK CONNECT FITTING(S) SERVICE (PLASTIC COLLAR) REMOVAL PROCEDURE 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. CAUTION: Wear safety glasses when using compressed air in order to prevent eye injury. 2. Blow dirt out of the fitting using compressed air. 3. Squeeze the plastic tabs of the male end connector. 4. Pull the connection apart. NOTE: Use an emery cloth in order to remove rust or burrs from the fuel pipe. Use a radial motion with the fuel pipe end in order to prevent damage to the O-ring sealing surface. 5. Wipe off the male pipe end using a clean shop towel. 6. Inspect both ends of the fitting for dirt and burrs. 7. Clean or replace the components as required. INSTALLATION PROCEDURE CAUTION: In order to reduce the risk of fire and personal injury, before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe ends. This will ensure proper reconnection and prevent a possible fuel leak. During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated. 1. Apply a few drops of clean engine oil to the male pipe end. Page 6064 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 2 Fuel System - Fuel Injector Maintenance Cleaning Fuel Injector: Technical Service Bulletins Fuel System - Fuel Injector Maintenance Cleaning Bulletin No.: 04-06-04-051B Date: January 04, 2006 INFORMATION Subject: Maintenance Cleaning of Fuel Injectors Models: 2006 and Prior All General Motors Passenger Cars and Trucks 2003-2006 HUMMER H2 2006 HUMMER H3 Supercede: This bulletin is being revised to add models and model years and update the name and part number of GM Fuel System Treatment. Please discard Corporate Bulletin Number 04-06-04-051A (Section 06 - Engine/Propulsion System). General Motors is aware that some companies are marketing tools, equipment and programs to support fuel injector cleaning as a preventative maintenance procedure. General Motors does not endorse, support or acknowledge the need for fuel injector cleaning as a preventative maintenance procedure. Fuel injector cleaning is approved only when performed as directed by a published GM driveability or DTC diagnostic service procedure. Due to variation in fuel quality in different areas of the country, the only preventative maintenance currently endorsed by GM regarding its gasoline engine fuel systems is the addition of GM Fuel System Treatment PLUS, P/N 88861011 (for U.S. ACDelco(R), use P/N 88861013) (in Canada, P/N 88861012), added to a tank of fuel at each oil change. Refer to Corporate Bulletin Number 03-06-04-030A for proper cleaning instructions. Disclaimer Service and Repair Maintenance Indicator - A/T: Service and Repair This vehicle does not use a Trans Fluid Life index, and has no monitor to reset. Page 6546 Disclaimer Page 7962 6. Clear a space on the ground about 1.85 m (6 ft) in diameter for deployment of the seat belt pretensioner. If possible, use a paved, outdoor location free of activity. Otherwise, use a space free of activity on the shop floor. Make sure you have sufficient ventilation. 7. Make sure no loose or flammable objects are in the area. 8. Place the SA9413NE in the center of the cleared area. 9. Fill the fixture plastic reservoir with water or sand. 10. Mount the seat belt pretensioner in the SIR deployment fixture with the seat belt webbing exiting through the top of the pretensioner. Use the following mounting method. Adjust and secure two of the SA9413NE arms to the deployment fixture, with the short slotted portions of the arms standing vertically and facing toward the center of the deployment fixture. - To mount, use the proper size bolt and nut with washers in order to secure the seat belt pretensioner mounting hole between the two deployment fixture brackets. - Securely tighten all fasteners prior to deployment. Page 6139 5. Use a flat-bladed tool to disengage the 4 tabs that secure the electrical center to the battery tray. 6. Use a flat-bladed tool to remove the connector cover from the electrical center. 7. Loosen the 4 bolts across the top of the electrical center. Locations Neutral Safety Switch: Locations Left Rear Of Engine SIR Disabling and Enabling Zones Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zones SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration below, to identify the specific zone or zones in which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. Page 5670 Parts Information Parts required to complete this recall are to be obtained from General Motors Service Parts Operations (GMSPO). Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall Claim with the information shown. Customer Notification General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Dealer Recall Responsibility -- For US The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All Page 1763 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Fuel Level Sensor Replacement (Malibu MAXX) Fuel Gauge Sender: Service and Repair Fuel Level Sensor Replacement (Malibu MAXX) FUEL LEVEL SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Page 2969 Lower Left Front Of Engine Locations Mass Air Flow (MAF) Sensor: Locations Top Right Front Of Engine Page 4193 Locations Relay Box: Locations Left Side Of Core Support The Fuse/Relay Block is located under the hood in the junction block. OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 6833 Page 5445 Brake Caliper: Service and Repair Brake Caliper Overhaul Front Brake Caliper Overhaul - Front Disassembly Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. 1. Remove the brake caliper from the vehicle. Caution: Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when applying compressed air. The piston(s) can fly out with force and could result in serious bodily injury. Notice: Use clean cloths to pad interior of caliper housing during piston removal. Use just enough air to ease the pistons out of the bores. If the pistons are blown out, even with the padding provided, it may be damaged. 2. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air into the caliper bore through the fluid inlet hole. 3. Remove the retaining ring that secures the dust boot to the caliper housing. Page 6432 C110 Forward Lamp Harness To Right Headlamp Harness Page 5048 14. Align the following items while latching: ^ The driveshaft inboard seal ^ The tripot housing (2) ^ The large seal retaining clamp (3) Crimp the seal retaining clamp to 176 Nm (130 ft. lbs.). Add the breaker bar (5) and the torque wrench (4). 15. Check the gap dimension (a) on the clamp ear. If gap dimension is larger than shown, continue tightening until gap dimension of 2.60 mm (0.102 inch) is reached. 16. Fully stroke the joint several times to disperse the grease. Locations Page 701 Powertrain Control Module (PCM) C1 Part 3 Locations Power Window Switch: Locations Left Front Door Locations Power Door Lock Switch: Locations Left Front Door Page 7009 4. Install the rear frame support brace to frame and body bolts. Hand tighten only. Notice: Refer to Fastener Notice in Service Precautions. 5. Using a drift or suitable alignment tool, align the frame to body through the supplied alignment holes in the rear of the frame. * Tighten the frame to body bolts to 100 N.m (74 lb ft) plus 90 degrees. * Tighten the frame support to body bolts to 100 N.m (74 lb ft). 6. Remove the support fixture. Page 3197 Body Control Module (BCM) C2 Part 3 Page 4218 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 8177 7.3. If equipped, connect the rear seat heater's connector and install the switch. 8. Install the floor console: 8.1. Install the floor console's retaining bolts (C) and retaining nuts (F). 8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the cover (E). 8.3. Install the ashtray/cover (D). 8.4. Install the ignition switch cover (B). 8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting. 9. Remove the OnStar(R) control modules and secure the wiring: 9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 9.2. Unplug the connectors (A) from the OnStar(R) control modules. 9.3. Remove the console (B) together with the OnStar(R) control modules. Recall - OBD II Misfire Monitor Disabled Technical Service Bulletin # 03048 Date: 030909 Recall - OBD II Misfire Monitor Disabled Product Emission Recall - OBDII Misfire Monitor - Reprogram PCM # 03048 - (09/09/2003) 03048 -- OBDII Misfire Monitor - Reprogram PCM 2004 Chevrolet Malibu With 3.5L V6 Engine (RPO LX9 - VIN Code 8) Engine Condition General Motors has decided to conduct a Voluntary Emission Recall involving certain 2004 Chevrolet Malibu model vehicles equipped with 3.5L V6 (RPO LX9 - VIN Code 8) engine. These vehicles were built with a condition that incorrectly disables the On-Board Diagnostic (OBD) misfire monitor above 35 mph. Correction Dealers are to reprogram the Powertrain Control Module (PCM). Vehicles Involved Involved are certain 2004 Chevrolet Malibu model vehicles equipped with 3.5L V6 (RPO LX9 - VIN Code 8) engine and built within the VIN breakpoints shown. Important Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) prior to beginning recall repairs. [Not all vehicles within the above breakpoints may be involved]. Involved vehicles have been identified by Vehicle Identification Number, Computer listings containing the complete Vehicle Identification Number, customer name and address data have been prepared, and are being furnished to involved dealers with the recall bulletin. The customer name and address data furnished will enable dealers to follow-up with customers involved in this recall. Any dealer not receiving a computer listing with the recall bulletin has no involved vehicles currently assigned. These dealer listings may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this listing to the follow-up necessary to complete this recall. Parts Information The service calibration is included in TIS 2000 data version 9.5, broadcast to dealers via GM Access on September 8, 2003; and on TIS 2000 CD-ROM version 10, scheduled for mailing to dealers on September 26, 2003. Service Procedure 1. Prep the vehicle for Powertrain Control Module (PCM) reprogramming. 2. Program the PCM using TIS 2000 data version 9.5, broadcast to dealers via GM Access on September 8, 2003, or TIS 2000 CD-ROM version 10, scheduled for mailing to dealers on September 26, 2003. Refer to up-to-date Techline equipment user instructions. 3. CALIFORNIA VEHICLES ONLY. Complete a "Proof of Correction Certificate" upon campaign completion. 4. Install the GM Recall Identification Label. Recall Identification Label Place a Recall Identification Label on each vehicle corrected in accordance with the instructions outlined in this Product Recall Bulletin. Each label provides a space to include the recall number and the five (5) digit dealer code of the dealer performing the recall service. This information may be inserted with a typewriter or a ball point pen. Put the Recall Identification Label on a clean and dry surface of the radiator core support in an area that will be visible to people servicing the vehicle. Coolant Heater Engine Block Heater: Service and Repair Coolant Heater Coolant Heater Replacement (LX9) Removal Procedure 1. Drain the cooling system. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Disconnect the engine coolant heater cord from the engine coolant heater. 4. Loosen the engine coolant heater bolt. Do not remove the engine coolant heater bolt. 5. Remove the engine coolant heater. 6. Clean the engine coolant heater opening. Installation Procedure 1. Coat the following components with the lubricant GM P/N 12345996 (Canadian P/N 10953501) or the equivalent: ^ The engine block heater seal ^ The cleaned surface of the engine block heater hole 2. Install the engine coolant heater. Position the engine coolant heater element at the 3 o'clock position (2), as shown. Final installed position between 2 o'clock (1) and 4 o'clock (3) is acceptable. Notice: Refer to Fastener Notice in Service Precautions. 3. Tighten the engine coolant heater bolt. ^ Tighten the bolt to 2 Nm (18 inch lbs.). 4. The engine coolant heater cord must not touch the engine, hot pipes, manifold, or any moving parts. Secure the engine coolant heater cord with tie straps as required. 5. Connect the engine coolant heater cord to the engine coolant heater. 6. Lower the vehicle. 7. Fill the cooling system. 8. Inspect for leaks. Page 261 OnStar(R) Microphone The OnStar(R), or cellular microphone, can be a part of the rearview mirror assembly, or on some vehicle lines, a separate, stand alone unit. In either case, the VCIM supplies approximately 10 volts to the microphone on the cellular microphone signal circuit, and voice data from the user is sent back to the VCIM over the same circuit. A cellular microphone low reference circuit or a drain wire provides a ground for the microphone. Cellular and GPS Antennas The vehicle will be equipped with one of the following types of antennas: ^ Separate, stand-alone cellular and navigation (GPS) antennas. ^ A combination cellular and navigation (GPS) antenna, which brings the functions of both into a single part. ^ A cellular, GPS, and digital radio receiver (DRR) antenna, which also incorporates the functionality of the DRR satellite antenna (XM). The cellular antenna is the component that allows the OnStar(R) system to send and receive data using electromagnetic waves by means of cellular technology. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The GPS antenna is used to collect the signals of the orbiting GPS satellites. Within the antenna is housed a low noise amplifier that allows for a more broad and precise reception of this data. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The cable also provides a path for DC current for powering the antenna. The OnStar(R) Call Center also has the capability of communicating with the vehicle during an OnStar(R) call to retrieve the latest GPS location and transmit it to the OnStar(R) Call Center. A history location of the last recorded position of the vehicle is stored in the module and marked as aged, for as long as the module power is not removed. Actual GPS location may take up to 10 minutes to register in the event of a loss of power. Audio System Interface When the OnStar(R) requires audio output, a serial data message is sent to the audio system to mute all radio functions and transmit OnStar(R) originated audio. The OnStar(R) audio is transmitted to the vehicle audio system by a dedicated signal circuit and a low reference circuit. The audio system will mute and an audible ring will be heard though the speakers if the vehicle receives a call with the radio ON. On some vehicles, the HVAC blower speed may be reduced when the OnStar(R) system is active to aid in reducing interior noise. When the system is no longer active, the blower speed will return to its previous setting. OnStar(R) Steering Wheel Controls Some vehicles may have a button on the steering wheel, that when pushed can engage the OnStar(R) system. The button may be a symbol of a face with sound waves, or may say MUTE, or be a symbol of a radio speaker with a slash through it. By engaging the OnStar(R) system with this feature, the user can interact with the system by use of voice commands. A complete list of these commands is supplied in the information provided to the customer. If the information is not available for reference, at any command prompt, the user can say "HELP" and the VCIM will return an audible list of available commands. The steering wheel controls consist of multiple momentary contact switches and a resistor network. The switches and resistor network are arranged so that each switch has a different resistance value. When a switch is pressed, a voltage drop occurs in the resistor network. This produces a specific voltage value unique to the switch selected, to be interpreted by the radio or the body control module (BCM). OnStar(R) Power Moding (DRX or Sleep Cycle) The OnStar(R) system uses a unique sleep cycle to allow the system to receive cellular calls while the ignition is in the OFF position and retained accessory power (RAP) mode has ended. A green status LED on the OnStar(R) keypad normally indicates an active OnStar(R) account. The OnStar(R) system will stay powered up after ignition off for an extended time in order to allow for remote services like door unlock, horn honk, light flash, etcetera to take place as requested by the customer. Power cycle (also referred to as DRX) times vary depending on the generation of the OnStar(R) system. Technicians may identify the OnStar(R) system generation by using a Tech 2 and following this menu path: (Body>VCIM>Module ID Information>Module Information 2) or by accessing www.onstarenrollment.com All Generation 6 digital systems are powered up continuously for 48 hours from ignition OFF. After 48 hours, the Generation 6 systems will enter a 9 minute OFF, 1 minute ON power cycle for an additional 72 hours. At the beginning and end of the 1 minute ON stage, you may or may not experience a short spike of current at the beginning and at the end. This allows for calls from OnStar to be received by the system. After 120 hours from ignition OFF, Page 6132 Application Table Part 3 Page 7252 Wheel Hub: Service and Repair Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 5. Remove the stabilizer link bolt at the knuckle and position the stabilizer link out of the way in order to provide access to the wheel bearing/hub bolts. 6. Remove the 4 wheel bearing/hub assembly nuts. 7. Remove the wheel bearing/hub assembly from the knuckle. Installation Procedure 1. Install the wheel bearing/hub assembly to the knuckle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 wheel bearing/hub assembly nuts. ^ Tighten the nuts to 63 Nm (47 ft. lbs.). 3. Connect the stabilizer link bolt at the knuckle.. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. 5. Install the brake rotor. 6. Install the tire and wheel assembly. 7. Lower the vehicle. 8. Inspect the rear alignment. Page 7997 Page 7985 Seat Belt Switch Page 7136 Page 2508 Fuel Pressure Release: Service and Repair Fuel Pressure Relief Procedure FUEL PRESSURE RELIEF PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Loosen the fuel filler cap in order to relieve the tank pressure. Do not tighten at this time. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Disconnect the fuel pump electrical connector. 4. Lower the vehicle. 5. Start and run the engine until the fuel supply remaining in the fuel pipes is consumed. Engage the starter for 3.0 seconds in order to assure relief of any remaining pressure. 6. Raise the vehicle. 7. Connect the fuel pump electrical connector. 8. Lower the vehicle. 9. Disconnect the negative battery cable in order to avoid possible fuel discharge if an accidental attempt is made to start the engine. Page 990 1. Connect the electrical connector to the ambient air temperature sensor. 2. Position the ambient air temperature sensor to the front impact bar. Ensure that the locating tabs on the sensor are seated into the holes on the impact bar. 3. Install the fastener to the ambient air temperature sensor. 4. Install the fascia grille. 5. Close the hood. Page 4345 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. Page 1692 4. Install the J 44551-5 (3) over the end of the suction hose and the suction screen (2). IMPORTANT: Correct placement of the J 44551-5 is critical. 5. Tighten the forcing screw of the J 44551-5. The suction screen is fully installed when the screen is flush with the end of the suction hose fitting. 6. Remove the J 44551-5 from the suction hose. 7. Install the J 44551-1 Suction Screen Notification Label. Page 8357 The control module ID number list above provides a method for determining which module is not communicating. A module with a class 2 serial data circuit malfunction or which loses power during the current ignition cycle will have a Loss of Communication DTC set by other modules that depend on information from that failed module. The modules that can communicate will set a DTC indicating the module that cannot communicate. Diagnostic Order When more than one Loss of Communication DTC is set in either one module or in several modules, diagnose the DTCs in the following order: 1. Current DTCs before history DTCs unless told otherwise in the diagnostic table. 2. The DTC which is reported the most times. 3. From the lowest number DTC to the highest number DTC. Conditions for Running the DTC The following DTCs do not have a current status: ^ B1327 ^ B1328 ^ U1300 ^ U1301 ^ U1305 AND ^ The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A node alive message has not been received from a module with a learned identification number within the last 5 seconds. Action Taken When the DTC Sets Page 331 If you are unsure who the PSC is, check with the Sales Manager. General Information 1. The first step is to verify if the OnStar(R) account is active or not. This can be done by pressing the blue OnStar(R) button and connecting to the OnStar(R) call center. Analog only accounts are no longer active. Only digital upgraded accounts will be active. On Gen 6 digital systems, a clear, or "dark" LED may indicate that the OnStar(R) system has been deactivated or may possibly have a no power/no communication condition. 2. If the account isn't active, the next step is to verify what version of OnStar(R) module is in the vehicle. This can be done via the Tech 2 (Body>VCIM>Module ID Information>Module Information 2) or by using www.onstarenrollment.com. 3. A Generation 5 or older analog module can be diagnosed by following the original electronic Service Information developed for the model year of the vehicle. Note: If the customer has an old analog module, the vehicle can be repaired by replacing the module, but the customer cannot have an active account without upgrading to a digital module. 4. Modules, antennas, brackets, and other equipment are in the same location, whether original analog production or digital upgrade. 5. An upgraded vehicle may also have a new vehicle communication interface module (VCIM) bracket. If it does, order the new bracket when replacing the bracket. Don't order the original bracket. The kit may also include a small wiring jumper cable. If it does, this jumper will be required for a new module replacement. Do not discard. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. Page 3068 Steps 5 - 6 Page 8327 For vehicles repaired under warranty, use the table. Disclaimer Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 4780 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Service and Repair Evaporative Emissions Hose: Service and Repair EVAPORATIVE EMISSION (EVAP) HOSES/PIPES REPLACEMENT - ENGINE/CHASSIS REMOVAL PROCEDURE 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Remove the pipe retaining clip from the fuel feed pipe (1). 3. Disconnect the fuel feed pipe from the engine fuel rail. 4. Cap or plug the fuel pipe and the engine fuel rail to prevent contamination. 5. Raise the vehicle. Refer to Vehicle Lifting. 6. Remove the rear brake pipe bracket retaining nuts and release the brackets from the body studs. 7. Release the pipe retainers (1) from the vehicle underbody. 8. Remove the fuel feed pipe from the pipe retainers. 9. Lower the rear of the pipe while moving the pipe rearward slightly, then lower the front of the pipe. 10. Remove the fuel feed pipe from the vehicle. INSTALLATION PROCEDURE Page 4993 5. Remove the TFP switch assembly bolts and remove the switch assembly from the control valve body. The 7 TFP switch O-rings are reusable if not damaged and should remain with the pressure switch assembly. 6. Remove the remaining control valve body bolts and remove the control valve body assembly. 7. Remove and discard the valve body-to-spacer plate gasket. 8. Remove the spacer plate support bolts and remove the spacer plate support. Important: Checkballs may fall out of the channel plate assembly. Retain the checkballs with petroleum jelly. 9. Remove the spacer plate with the spacer plate filter attached. 10. Remove and discard the spacer plate-to-channel plate gasket. Disassembly/Assembly Procedure For step by step instructions on how to disassemble/assemble the control valve body, refer to Control Valve Body Disassemble and Control Valve Body Assemble. Installation Procedure Page 6111 C413 Fuel Sender Harness To Body Harness Part 1 Page 4716 Phase three will eliminate the oil pump body 0-ring seal groove and the 0-ring seal. Beginning March 2004, a new stamped carrier molded rubber seal (2) will be used to seal the pump assembly to the transmission case. The pump sealing surface is now the outer diameter of the pump and the inner diameter (1) of the transmission case bore. Unlike the current 0-ring seal, which is installed on the oil pump body, the new seal is installed after the pump assembly is properly positioned and torqued in place. Seating the seal is accomplished when the torque converter housing is installed, which presses the seal (3) into position between the pump and the case bore (1). As a result of the modified casting and the deeper pump bore machining, the area between the oil pan mounting surface and the pump bore has decreased. Because of the reduced material in this area (1) it is necessary to use the shorter oil pan attaching bolts (2). Early pan bolts (3), before November 2002, should not be used with the modified case design, since they are 1.0 mm (0.39 in) longer and could deform the chamfer surface (4). Service Information Page 3898 Steps 6 - 8 The numbers below refer to the step numbers on the diagnostic table. 3. The engine coolant temperature (ECT) must be below the operating temperature in order to avoid irregular fuel pressure readings due to hot soak fuel boiling. 6. If the pressure drop value for each fuel injector is within 10 kPa (1.5 psi) of the average pressure drop value, the fuel injectors are flowing Page 1634 Drive Belt: Testing and Inspection Drive Belt Rumbling Drive Belt Rumbling Diagnosis Test 1-3 Service and Repair Brake Pedal Position Sensor: Service and Repair Brake Pedal Position Sensor Replacement Removal Procedure 1. Remove the closeout panel. 2. Remove the steering wheel stub shaft bolt and position the steering wheel stub shaft away from the steering column in order to gain access to the brake pedal adjustment position sensor. 3. Remove the electrical connector from the brake pedal position sensor. 4. Remove the bolt from the position sensor, and remove the position sensor from the vehicle. Installation Procedure Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. Page 81 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Seals and Gaskets: Customer Interest A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 1240 Lower Left Front Of Engine Page 6071 C310 Body Harness To Passenger Seat Harness Page 2329 Engine Oil: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure Caution: Refer to Battery Disconnect Caution in Service Precautions. 1. Remove the negative battery cable. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Remove the oil pan bolt. 4. Remove the oil filter. Installation Procedure 1. Install the oil filter. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the oil pan drain bolt. ^ Tighten the oil pan drain bolt to 26 Nm (19 ft. lbs.). Lower the vehicle. 3. Fill the engine with oil to the appropriate mark. 4. Install negative battery cable. 5. Start engine and inspect for leaks. Page 3144 Disclaimer Page 508 13. Install the two bolts. Tighten Tighten the two bolts to 115 Nm (85 lb-ft). 14. Install the rear tire and wheel assembly. Install the wheel nuts. Tighten Tighten the wheel nuts to 140 Nm (103 lb-ft). 15. If necessary, perform Steps 3-14 on the other wheel bearing assembly. 16. Lower the vehicle. 17. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Page 5122 Page 8031 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 5549 Brake Caliper: Service and Repair Brake Caliper Replacement Front Brake Caliper Replacement- Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, no brake fluid needs to be removed from the reservoir before proceeding. 3. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, remove brake fluid to the midway point before proceeding. 4. Raise and support the vehicle. 5. Remove the tire and wheel assembly. 6. Install and firmly hand tighten 2 wheel nuts to opposite wheel studs in order to retain the rotor to the hub. 7. Install a large C-clamp (1) over the body of the brake caliper (2) with the C-clamp ends against the rear of the caliper body and against the outer brake pad. 8. Tighten the C-clamp until the caliper piston is compressed into the caliper bore enough to allow the caliper to slide past the brake rotor. 9. Remove the C-clamp from the caliper. 10. Remove the brake hose-to-caliper bolt (1i from the brake caliper. 11. Remove the brake hose (3) from the brake caliper. 12. Remove and discard the 2 copper brake hose gaskets (2). These gaskets may be stuck to the brake caliper and/or the brake hose end (3). 13. Cap or plug the opening in the brake caliper and the brake hose to prevent fluid loss and contamination. Page 5381 Page 6056 C130 Engine Harness To Fuel Injector Harness Part 2 Page 7374 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 4083 Top Rear Of Engine Page 3851 Page 3574 Steps 13-14 The numbers below refer to the step numbers on the diagnostic table. 6. This step tests for battery voltage on the incorrect signal circuits. 7. This step tests for no battery voltage on the required signal circuits. 8. If any ignition switch parameters that should be inactive in the present ignition switch position are active, 2 ignition switch signal circuits may be shorted together. 9. This step eliminates open circuits as the cause of the malfunction. Page 5249 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 4477 When Servicing transmissions with the new seal design, use the following precautions: ^ The outer diameter of the pump assembly and case bore must be clean and free of burrs or raised surfaces. Be aware of sharp edges that could damage the seal during installation. ^ The seal should be clean and dry before installation. It does not require lubrication for installation. ^ The seal should be inspected prior to installation for obvious damage. ^ It is preferable to hand-start the seal positioning the seal evenly around the case bore before installing the torque converter housing. ^ The seal can be easily removed by prying it out, typical of a pressed-on seal. ^ The seal may be reused, however a thorough inspection must be performed. Inspect the seal for the following conditions: ^ Distortion of the metal carrier or separation from the rubber seal. ^ A cut, deformed, or damaged seal. ^ Refer to the appropriate unit repair information in SI for seal removal and installation procedures. Parts Interchangeability Information In order to properly service the different designs, it is necessary to correctly identify and select corresponding parts for each level. This table provides a summary of the part usage for the different design levels. Page 5897 Lower Left Front Of Engine Page 5548 9. Install the new dust boot seal onto the caliper piston (2). 10. Insert the caliper piston into the caliper bore; using a spanner type wrench, rotate the piston (2) clockwise to fully seat the piston into the caliper body (1). 11. Fully seat the piston dust boot seal in the seal counterbore. 12. Install the piston dust boot seal retaining ring to the groove in the caliper seal counterbore. 13. Install the brake caliper to the vehicle. Inspect the brake caliper for brake fluid leaks while performing the hydraulic brake system bleeding procedure after the caliper has been installed to the vehicle. If the brake caliper leaks brake fluid from the FRONT of the caliper past the piston dust boot seal, replace the caliper piston assembly. The piston integral adjustment mechanism contains a non-serviceable seal which may be allowing brake fluid to leak past it through a bleed hole near the end of the caliper piston. Page 6106 C315 Video Screen Harness To DVD Jumper Harness Page 6688 Power Steering Motor: Service and Repair Motor Replacement - Power Steering Assist Removal Procedure 1. Disconnect the sensor wire harness (6) from the motor/module assembly (5). Important: If replacing the motor/module assembly, you will need the sensor wire harness strap clip (7) for the new motor/module assembly installation. If replacing the steering column, a new sensor wire harness strap clip (7) will come with the column service kit, keep the existing wire strap clip attached to the steering column sensor wire harness (6). 2. Use needle nose pliers to remove the wire strap clip (7) from the motor/module assembly (5). If replacing the motor/module assembly, remove the wire strap clip (7) from the sensor wire harness (6). If replacing the steering column, keep the wire harness strap clip (7) attached to the sensor wire harness (6). 3. Use a M6x1 head bit to remove the two motor/module assembly TORX screws, (2). Discard the screws. Important: Once the motor/module assembly has been removed, inspect the steering column assist mechanism input shaft (3) for the rotor isolator bumper (4). If present, remove and insert back into the rotor isolator (8) in the motor/module assembly (5). The assist mechanism housing must be free of any type of debris. Remove any loose debris from the steering column assist mechanism housing. but do NOT remove the remaining grease on the steering column assist mechanism input shaft (3). 4. Grasp the motor/module assembly (5) by the motor housing and remove it from the steering column (1) by pulling with an even tension Installation Procedure Notice: Do NOT allow the wiring harness to be pinched between the motor/module assembly and the steering column during installation. A pinched harness will cause diagnostic trouble codes to be set and may require replacement of the steering column. Page 2374 3. With gaskets and seals in place apply a small drop 8-10 mm (0.31-0.39 inch) of RTV sealer GM P/N 12378521 (Canadian P/N 88901148), or equivalent, to the 4 corners of the intake manifold to block joints (1). 4. Install the lower intake manifold. Notice: Maximum gasket performance is achieved when using new fasteners, which contain a thread-locking patch. If the fasteners are not replaced, a thread locking chemical must be applied to the fastener threads. Failure to replace the fasteners or apply a thread-locking chemical MAY reduce gasket sealing capability. Notice: Failure to tighten vertical bolts before the diagonal bolts may cause an oil leak. 5. Apply sealer GM P/N 12345382 (Canadian P/N 10953489), or equivalent, to the lower intake manifold bolt threads. Notice: Refer to Fastener Notice in Service Precautions. 6. Install the new lower intake manifold bolts, if applicable, in sequence. 6.1. Tighten the lower intake manifold bolts in sequence to 7 Nm (62 inch lbs.) on the first pass. 6.2. Tighten the lower intake manifold bolts (1, 2, 3, 4) in sequence to 13 Nm (115 inch lbs.) on the final pass. 6.3. Tighten the lower intake manifold bolts (5, 6, 7, 8) in sequence to 25 Nm (18 ft. lbs.) on the final pass. 7. Install the heater inlet pipe. 8. Install the heater inlet pipe nut. ^ Tighten the heater inlet pipe nut to 25 Nm (18 ft. lbs.). Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 3458 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 2 Sensor 1 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 2 SENSOR 1 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 1 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust manifold. 1. Disconnect the heated oxygen sensor (HO2S) 1 electrical connector. 2. Use the J 39194-B to remove the HO2S 1. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 1 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before the reinstallation. 1. Coat the threads of the HO2S 1 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 1. Page 1443 Windshield Washer Switch: Service and Repair WIPERS/WASHER SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the steering column trim covers. 2. Release the windshield wiper switch from the stalk switch mount. 3. Disconnect the electrical connector from the windshield wiper switch. 4. Remove the windshield wiper switch. INSTALLATION PROCEDURE 1. Install the windshield wiper switch on to the stalk switch mount. 2. Connect the electrical connectors. 3. Install the steering column trim covers. Page 3011 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 2 Sensor 2 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 2 SENSOR 2 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 2 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust pipe. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen sensor (HO2S) 2 electrical connector. 3. Use the J 39194-B to remove the HO2S 2. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 2 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of the HO2S 2 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 2. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). Page 7700 1. Remove the key from the ignition switch. 2. Connect the I/P module connector (1) to the vehicle harness connector (2). 3. Install the CPA to the I/P module connector (2). 4. Install the right outer trim cover to the I/P (3). 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. SIR Disabling and Enabling Zone 6 SIR DISABLING AND ENABLING ZONE 6 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. Instruments - Oil Life Monitoring System Oil Change Reminder Lamp: Technical Service Bulletins Instruments - Oil Life Monitoring System Bulletin No.: 04-06-04-045 Date: June 22, 2004 INFORMATION Subject: Oil Life Monitoring System - PCM Reset Models: 2004 All GM Passenger Cars and Trucks Important: The Oil Life Monitoring System can be found on many General Motor's vehicles prior to 2004. Refer to SI and/or the Owner's Manual for detailed information. The purpose of this bulletin is to help technicians identify which vehicles are equipped with the oil life monitoring system. Although many General Motors vehicles prior to 2004 have been equipped with the oil life monitoring system, the 2004 model year vehicles were used as a starting point to validate the system/scan tool functionality. Customers have come to depend on the Oil Life Monitoring System found on most General Motor's vehicles to inform them when it's time for an oil change. If for any reason the PCM is replaced, it is important to access the "Percent of Oil Life Remaining" from the vehicle's current PCM PRIOR to removing the PCM. This value must be programmed into the new PCM (after it is installed in the vehicle) by using the scan tool. Note: Failure to reprogram the value to the new PCM will result in missed maintenance, which may cause damage to the engine. Important: If the replacement module is not programmed with the remaining engine oil life, the engine oil will need to changed at 5,000 km (3,000 mi) from the last engine oil change. Disclaimer Page 7686 10. Remove the garnish molding from the upper lock pillar. 11. Remove the CPA from the roof rail module-left connector. 12. Disconnect the roof rail module-left connector from the vehicle harness connector. 13. Remove the LH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Left connector (4). 15. Remove the SIS-Left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Left go to step 3. To enable the roof rail module-left go to step 7, and to enable the seat belt pretensioner-LF go to step 9. Page 5325 Rear Compartment/Liftgate Release Switch Page 667 Body Control Module - C4 Part 2 Page 1304 Page 4427 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 5671 All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure The following procedure provides instructions for retrieving specific diagnostic trouble codes (DTCs) and reprogramming the ABS module with new software. If specific ABS DTCs are found, one or both rear wheel bearing assemblies will need to be replaced. Important: In order to perform the following procedure, your Tech 2 must be updated with software version 24.001 or later, CD or TIS application 4.0. If your Tech 2 does not have the necessary software, you will need to update it before proceeding. 1. Turn the ignition switch to the ON position. Important: In order to perform the following procedure, the diagnostic interface module (CANdi) must be connected between the Tech 2 and the vehicle. Failure to use the CANdi module will result in failure of the Tech 2 to communicate with the necessary module on the vehicle. 2. Connect a Tech 2 (scan tool) and the CANdi module to the vehicle's diagnostic link connector (DLC), power it up and press ENTER. Important: Before reprogramming the ABS module, you must retrieve and record the occurrence of ABS DTC C0045 and/or C0050 AND the 2-character symptom byte that follows the DTC. Codes will automatically be erased during the reprogramming. 3. Select DIAGNOSTICS and retrieve any current or stored ABS DTC C0045 and/or C0050 AND the 2-character symptom byte following the DTC. Record these DTC and symptom bytes on the vehicle repair order. If ABS CTS C0045 is found, the LEFT REAR wheel bearing assembly must be replaced. If ABS DTC C0050 is found, the RIGHT REAR wheel bearing must be replaced. Proceed to the next step and perform the Service Programming. Afier programming is complete, proceed to the section titled, "Rear Wheel Bearing Replacement." Important: During the service reprogramming in the next step, DTC U2127 may be set in the body control module (BCM) and P1626 in the powertrain control module (PCM). These codes must be cleared immediately following the reprogramming. In addition, the IBCM 1(30 amp) fuse located in the underhood electrical center must be removed for 10 seconds and then reinstalled. Failure to remove and reinstall this fuse will result in the HVAC system not functioning. 4. Select SERVICE REPROGRAMMING. 5. Follow the on-screen instructions and prompts. If necessary, refer to up-to-date Techline Equipment Users Instructions. 6. Clear any DTCs set during the reprogramming. 7. Press the EXIT key as necessary and disconnect the Tech 2 and CANdi module from the vehicle. 8. Open the hood. 9. Remove the battery cover and fuse cover. Page 1691 Refrigerant Filter: Service and Repair Suction Screen Installation SUCTION SCREEN INSTALLATION TOOLS REQUIRED J 44551 Suction Screen Kit IMPORTANT: Suction screens are intended to be installed in the suction hose after a major compressor failure. The suction screens are available in 3 different sizes. 1. Insert the J 44551-6 Sizing Tool (1) into the suction hose to select the correct size suction screen. 2. Insert the suction screen into the compressor end of the suction hose. 3. Install the correct mandrel (1) to the J 44551-5 Screen Installation Tool. Page 2042 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 736 Ignition Control Module: Description and Operation IGNITION CONTROL MODULE (ICM)/COILS There are 3 dual-tower ignition coils that are part of the ignition control module (ICM). The ICM contains coil driver circuits that command the coils to operate. The ICM has the following circuits: - An ignition voltage circuit - A ground circuit - An IC 1 control circuit for the 1-4 ignition coil - An IC 2 control circuit for the 2-5 ignition coil - An IC 3 control circuit for the 3-6 ignition coil - A low reference circuit The PCM controls each dual-tower ignition coil by transmitting timing pulses on the IC control circuit to the ICM for the proper coil to enable a spark event. The spark plugs are connected to each coil tower by spark plug wires. The spark plug wires conduct the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency. Page 7830 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 3 Page 3947 1. Position the fuel feed pipe to the vehicle. 2. With the rear of the pipe positioned slightly rearward and down, raise the front of the pipe into position. 3. Install the remainder of the pipe into position. 4. Install the fuel feed pipe to the pipe retainers. 5. Secure the pipe retainers (1) to the vehicle underbody. 6. Connect the fuel feed pipe and vapor return pipe to the lines at the fuel tank. 7. Lower the vehicle. 8. Remove the caps or plugs from the fuel pipe and the engine fuel rail. 9. Connect the fuel feed pipe to the engine fuel rail. 10. Install the pipe retaining clip (1) to the fuel feed pipe. 11. Connect the negative battery cable. 12. Inspect for fuel leaks using the following procedure: 12.1. Turn ON the ignition, with the engine OFF for 2 seconds. 12.2. Turn OFF the ignition for 10 seconds. 12.3. Turn ON the ignition, with the engine OFF. 12.4. Inspect for fuel leaks. Page 3954 INSTALLATION PROCEDURE 1. Install the fuel filler pipe upper end to the fuel filler pocket and position fuel filler pipe. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the fuel filler pipe attaching screw to the underbody. Tighten Tighten the fuel filler pipe attaching screw to 10 N.m (89 lb in). 3. Install the fuel filler jumper hose to the fuel tank. 4. Position the fuel filler hose clamp at the fuel tank and fuel fill tube. Tighten Tighten the fuel tank filler hose clamps to 4 N.m (35 lb in). 5. Lower the vehicle. 6. Install the bolt in the fuel filler pocket. Tighten Page 6852 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7190 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 4923 1. Install the transaxle mount to the frame. 2. Install the transmission mount to frame bolts. Hand tighten only. 3. Use the jackstand to lower the transmission mount bracket on to the transmission mount studs. 4. Install the transmission mount to bracket upper nut. Hand tighten only. Notice: Refer to Fastener Notice in Service Precautions. 5. Tighten the transmission mount nut and bolts. ^ Tighten the transmission mount upper nuts to 50 Nm (37 ft. lbs.). ^ Tighten the transmission mount lower bolts to 50 Nm(37ft. lbs.). 6. Install the left splash shield. 7. Install the left front tire and wheel. 8. Lower the vehicle. Page 140 Page 5259 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 5142 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 4096 Knock Sensor: Description and Operation KNOCK SENSOR (KS) SYSTEM DESCRIPTION PURPOSE The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. SENSOR DESCRIPTION This KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 916 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. 2. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 3. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. 1. Coat the threads with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Fill the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Valve Body: Customer Interest A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757, P0741, P0742, P0730, P0756 # 02-07-30-013E - (May 20, 2005) Models: 2001-2005 GM Passenger Cars with 4T65-E Automatic Transmission 2001-2005 Buick Rendezvous 2005 Buick Terraza 2001-2004 Chevrolet Venture 2005 Chevrolet Uplander 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Montana 2005 Saturn Relay with 4T65-F Transmission (RPOs M15, MN3, MN7, M76) This bulletin is being revised to include additional diagnostic information and clarify model usage. Please discard Corporate Bulletin Number 02-07-30-013D (Section 07 -- Transmission/Transaxle). Condition Some owners may comment on any one or more of the following conditions: ^ The SES lamp is illuminated. ^ The transmission slips. ^ The transmission does not shift correctly, is very difficult to get the vehicle to start moving or the engine lacks the power to move the vehicle. ^ Poor engine performance. Cause The most likely cause of the various conditions may be chips or debris: ^ All years--Pressure Reg. Valve (Bore 1) or Torque Signal Valve (Bore 4) stuck ^ On 2001-2002 vehicles, a plugged orifice on the case side of the spacer plate. ^ ON 2003-2005 vehicles, restricted movement of the 2-3 shift valves in the valve body. ^ On 2003-2005 vehicles, restricted movement of the 3-4 shift valves in the valve body. Technician Diagnosis and Correction ^ The technician's road test reveals the vehicle launches in third or fourth gear (high RPM with slow vehicle acceleration). ^ On 2001-2002 vehicles, a DTC P0756 or P0757 may be stored. ^ On 2003-2005 vehicles, a DTC P0730, P0741, P0748 or P0757 may be stored. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ With a Tech 2(R) connected to the vehicle, road test the vehicle and perform the following steps: If the above symptoms are present proceed with the following steps. 1. With the valve body removed and on a workbench, carefully push the valve against spring pressure to check if the valve will snap back to the original position. Or for the valves seated in home position, use a small flat-bladed screwdriver and carefully pry the valve off its seat, quickly remove the screwdriver allowing the valve to return to its seat. If the valve does not snap back unencumbered, then the valve will need to be removed from the valve body. Page 7384 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Service and Repair Maintenance Indicator - A/T: Service and Repair This vehicle does not use a Trans Fluid Life index, and has no monitor to reset. Page 3350 Page 5802 10. Reinstall the I/P side panel. Parts Information Parts are currently available through GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 6857 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Locations Inflatable Restraint Sensing And Diagnostic Module: Locations Passenger Compartment Floor Page 1912 5. Use a flat-bladed tool to disengage the 4 tabs that secure the electrical center to the battery tray. 6. Use a flat-bladed tool to remove the connector cover from the electrical center. 7. Loosen the 4 bolts across the top of the electrical center. Page 6849 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 7454 5. Assemble the remaining A/C refrigerant components. Refer to the appropriate repair procedure. TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 8024 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 6815 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 495 Page 7129 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Page 7364 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Locations Intake Air Temperature (IAT) Sensor: Locations Top Right Front Of Engine Page 1408 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 3854 4. Position the radiator hose removal tool or similar type tool between the black cover and white inside body, and pry the cover over the retaining tab by rotating the tool counter clockwise. Repeat, if necessary, on the 3 other locations around the cover. 5. Remove the white fuel cap base from the filler pipe by rotating the fuel cap base counter clockwise. 6. install the new fuel filler cap and secure the tether to the fuel filler pocket or filler door. DTC P0455 - (Evaporative Emission (EVAP) System Large Leak Detected) Diagnostic Aids: P0455 diagnostics is checking for a large leak in the EVAP system. Page 7026 Suspension Spring ( Coil / Leaf ): Service and Repair Coil Spring Replacement Coil Spring Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the rear tire and wheel. 3. Remove the rear splash shield to inner fender fasteners. 4. Remove the rear splash shield. 5. Use a OTC 204-167 compressor and OTC 204-167-01 adapter shoes or equivalent on vehicle spring compressor to compress the coil spring. 6. Using a suitable jack stand, support the lower control arm. 7. Remove the lower control arm to knuckle bolt and nut. Caution: To prevent personal injury and/or component damage, use the proper tools to support the lower control arm when removing the coil spring. The coil spring is under extreme pressure and can become a projectile should the spring separate from the lower control arm before all of the tension is relieved. 8. Use the jackstand in order to lower the lower control arm with the coil spring attached. 9. Remove the coil spring from the lower control arm. 10. Inspect the coil spring insulators for damage and replace as necessary. Installation Procedure Page 663 Body Control Module - C3 Part 2 Campaign - Fuel Filler Cap Warranty Extension Technical Service Bulletin # 06081 Date: 061102 Campaign - Fuel Filler Cap Warranty Extension Subject: Special Coverage Adjustment - Fuel Tank Cap # 06081 - (11/02/2006) Models: 2003-04 SAAB 9-3 SPORTS SEDAN 2004 SAAB 9-3 CONVERTIBLE 2004 CHEVROLET MALIBU, AVEO 2004 CADILLAC XLR, SRX 2004 SATURN L-SERIES Condition Some customers of 2003-04 Saab 9-3 Sports Sedan; 2004 Saab 9-3 Convertible; Chevrolet Malibu, Aveo; Cadillac XLR, SRX; and Saturn L-Series model vehicles may experience a condition where the fuel tank gas cap won't tighten properly or the fuel cap won't come off or is broken. These conditions may also cause the illumination of the Malfunction Indicator Light (MIL). Special Coverage Adjustment This special coverage covers the condition described above for a period of 10 years or 120,000 miles (193,000 km), whichever occurs first, from the date the vehicle was originally placed in service, regardless of ownership. The repairs will be made at no charge to the customer. For vehicles covered by Vehicle Service Contracts, all eligible claims with repair orders on or after November 2, 2006 are covered by this special coverage and must be submitted using the labor operation codes provided with this bulletin. Claims with repair orders prior to November 2, 2006 must be submitted to the Service Contract provider. Vehicles Involved OnStar(R) - Cellular Antenna Replacement Parts Antenna, Navigation: All Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Page 1572 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Page 3377 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 3978 Fuel Gauge Sender: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the Class II circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 7728 3. Install the remaining side SIR module fasteners. Tighten Tighten the fasteners to 5 N.m (44 lb in). 4. Install the hook on the curtain tether to the windshield pillar. Snap the hook retainer into place. 5. Install the headliner and the garnish moldings to the vehicle. 6. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 2 or to SIR Disabling and Enabling Zone 6. 7. After replacing the module, deploy the old module before disposal. If the module was replaced under warranty, fully deploy and dispose of the module after the required retention period. Description and Operation Cabin Temperature Sensor / Switch: Description and Operation AIR TEMPERATURE Air Temperature Sensors The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors: Ambient - Inside - Upper duct air temperature sensor - Lower duct air temperature sensor A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor signal decreases as the resistance decreases. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts. The inside air temperature sensor is located within the HVAC control module. Replacement of this sensor involves the replacement of the HVAC control module. The inside air temperature sensor operates within a temperature range between -40 to +185°C (-40 to +365°F). If the sensor is shorted to ground, voltage, or an open, the system will operate using an estimated default value to allow the system to operate. The ambient temperature sensor operates within a temperature range between -40 to +87.5°C (-40 to +189.5°F). The sensor signal is read by the BCM, scaled appropriately and transmitted to the HVAC Control Module through the Low Speed bus.If the sensor is shorted to ground, voltage, or an open, the system will operate using a signal scaled appropriately to allow the system to operate. The duct temperature sensor temperature response is different from the ambient and inside sensors. A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases the sensor resistance decreases. The sensor operates within a temperature range between -40 to +80°C (-40 to +176°F). Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's Fuel Gauge Sender: Customer Interest Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's TECHNICAL Bulletin No.: 09-06-04-007A Date: April 06, 2009 Subject: Fuel Gauge Does Not Read Correctly, Fuel Gauge Stuck, Check Engine Light On, DTC P0455, P0461 Set (Reposition Fuel Vapor Line) Models: 2004-2007 Chevrolet Malibu/Maxx 2008 Chevrolet Malibu (Classic) 2008-2009 Chevrolet Malibu 2005-2009 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to add DTC P0455 and update the Subject and Condition. Please discard Corporate Bulletin Number 09-06-04-007 (06 - Engine - Engine Controls). Condition Some customers may comment on the following conditions: - The fuel gauge does not rise above the 3/4 mark after a fill up or the fuel gauge appears "stuck". - An illumination of the check engine light. - On rare occasions, the fuel gauge does not read the correct level which may result in a no start condition due to a low fuel level. Upon further investigation, the technician may find DTC P0455/P0461 Fuel Level Sensor Circuit Performance stored in the ECM/PCM Cause This condition may be caused by a fuel vapor vent line (that is internal to the fuel tank) interfering with the travel of the fuel level sensor float arm. Correction 1. Verify the customer concern. 2. Remove the fuel tank. Refer to Fuel Tank Replacement in SI. 3. Disconnect the fuel pressure sensor and sender electrical connections. 4. Disconnect the evaporative emission (EVAP) vapor line quick connect fittings (1, 2). Page 3684 Steps 5 - 6 Page 5982 Fuse Block - Rear C1 Part 6 Page 7056 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6929 Ball Joint: Specifications GENERAL SPECIFICATIONS Ball Joint Wear Limit ............................................................................................................................ ................................................. 3.18 mm (0.125 in.) Page 4129 Lower Left Front Of Engine Page 3408 The table identifies which serial data link that a particular module uses for in-vehicle data transmission. Some modules may use more than one data link to communicate. Some modules may have multiple communication circuits passing through them without actively communicating on that data link. This table is used to assist in correcting a communication malfunction. For the description and operation of these serial data communication circuits, refer to Data Link Communications Description and Operation. Page 289 6. See wiring diagram shown above for details. 5. Replace the OnStar(R) Vehicle Communication Interface Module (VCIM) in the vehicle with the provided Digitally-Capable VCIM. Refer to the Communication Interface Module Replacement procedure in the Cellular Communication section of SI. This kit may include a new VCIM bracket. If it does, use this new bracket on the vehicle and discard the original bracket. The kit may also include a small wiring jumper cable. If it does, plug the wiring jumper cable into the connector on the VCIM and the other end to the corresponding vehicle wiring harness connector. ^ For 2001, 2002 and 2003 Chevrolet Impala and Monte Carlo, do not reinstall the black plastic OnStar(R) module cover onto the vehicle after the VCIM and module bracket have been installed. This black plastic cover will no longer fit on the vehicle. ^ The upgrade kit for 2002 Sevilles and DeVilles, and some 2003 Sevilles and DeVilles, will contain a large bracket. To install the new VCIM into this bracket you'll need to carefully line up the notch in the VCIM with the tab in the bracket. BCM - Brake Pedal Position Learn Procedure Body Control Module: All Technical Service Bulletins BCM - Brake Pedal Position Learn Procedure Bulletin No.: 03-08-47-002A Date: April 22, 2005 INFORMATION Subject: BCM Setup/Sensor Calibration Brake Pedal Position (BPP) Learn Procedure (PCM DTC P0703) Models: 2004 Chevrolet Malibu with 3.5L Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 03-08-47-002. Please discard Corporate Bulletin Number 03-08-47-002 (Section 08 - Body and Accessories). Due to a software issue with previously released software, a "work around procedure" was developed for the BCM setup/sensor calibration brake pedal position (BPP) learn procedure. New software has since been released and this "work around procedure" is no longer necessary. Disclaimer Page 715 Last Test Fail: Indicates that this DTC failed the last time the test ran. MIL Request: Indicates that this DTC is currently requesting the malfunction indicator lamp (MIL). This selection will report type B DTCs only when they have requested the MIL (failed twice). Test Fail SCC (Test Failed Since Code Clear): Indicates that this DTC that has reported a failure since the last time DTCs were cleared. History: Indicates that the DTC is stored in the powertrain control module (PCM) History memory. Type B DTCs will not appear in History until they have requested the MIL (failed twice). History will be displayed for all type A DTCs and type B DTCs (which have requested the MIL) that have failed within the last 40 warm-up cycles. Type C DTCs that have failed within the last 40 warm-up cycles will also appear in History Not Run SCC (Not Run Since Code Clear): DTCs will be listed in this category if the diagnostic has not run since DTCs were last cleared. This status is not included with the DTC display since the DTC can not be set if the diagnostic has not run. This information is displayed when DTC Info is requested using the scan tool. Page 4195 Page 6485 Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 4. Install the electrical center connector cover. 5. Turn the electrical center right side up. 6. Install the electrical center to the battery tray by pushing the electrical center into the retainer tab. 7. Install all of the fuses and the relays. 8. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 9. Install the electrical center cover. 10. Install the battery. Page 270 Test Description DTC U1001 and U1254 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. Once an identification number is learned by a module, it will monitor for that module's Node Alive message. Each module on the class 2 serial data circuit which is powered and performing functions that require detection of a communications malfunction is required to send a Node Alive message every 2 seconds. When no message is detected from a learned identification number for 5 seconds, a DTC U1XXX where XXX is equal to the 3-digit identification number is set. Page 274 Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. This DTC cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U0140 - U0184 Circuit Description Modules connected to the GMLAN serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. When the module detects one of the following conditions on the GMLAN serial data circuit, a DTC will set. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. Conditions for Setting the DTCs Diagnostic algorithms are designed so that a single point failure within a particular node shall result in a single DTC/FTB combination being set. Any recognized faults shall generate one DTC. Recognized faults may include but are not limited to the following: ^ Open or shorted condition on an I/O Circuit outside of normal operation of that circuit. ^ Erratic signal of a circuit, outside of normal operation, which can be readily and repeatedly recognized as erratic. ^ A condition, outside of normal operation, which causes a customer perception of a performance problem. ^ A condition whether hardware or data link error, which causes a device to operate in a default or fail soft mode. ^ A condition which changes or limits system performance. ^ Network supervision/signal supervision errors. ^ ECU Internal errors. ^ Criteria determined by legislation. An initialization or shutdown self-test shall be performed and may include but is not limited to the following: ^ RAM check ^ ROM/EEPROM/Flash check Diagrams Adjustable Pedals Module Page 2513 1. Install the spark plug wires to the engine. 2. Install the spark plug wires to the ignition coils. 3. Install the spark plug wires (1,3, and 5) to the engine right side spark plugs. 4. Install the spark plug wires to the retaining clip. 5. Install the spark plug wires (2,4, and 6) to the engine left side spark plugs. 6. Install the spark plug wires to the retaining clips. Page 1329 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 4623 Fluid Pan: Specifications Oil Pan to Case ................................................................................................................................... ................................................... 10 Nm (89 inch lbs.) Page 8233 Diagnostic Trouble Codes DTC U1000 and U1255 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. When a module does not associate an identification number with at least one critical parameter within 5 seconds of beginning serial data communication, DTC U1000 or U1255 DTC is set. When more than one critical parameter does not have an identification number associated with it, the DTC will only be reported once. The Class 2 serial data communications circuit on this vehicle are in a hybrid ring and star configuration. Each module on the ring has 2 serial data circuits connected to it, except the following modules which have only 1 serial data circuit connected them: Page 3444 Left Rear Of Engine Page 1638 Test 1-11 Diagnostic Aids The accessory drive components can have an affect on engine vibration. Such as, but not limited to, the A/C system over charged, or an extra load on the generator. To help identify an intermittent or an improper condition, vary the loads on the accessory drive components. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom such as the exhaust system, or the drivetrain. 3. This test is to verify that the drive belts or accessory drive components may be causing the vibration. When removing the drive belt, the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. The drive belts may cause a vibration. While the drive belts are removed, this is the best time to inspect the condition of the belt. 6. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. 8. This step should only be performed if the fan is driven by the drive belt. Inspect the engine cooling fan for bent, twisted, loose, or cracked blades. Inspect the fan clutch for smoothness, ease of turning. Inspect for a bent fan shaft or bent mounting flange. 9. This step should only be performed if the water pump is driven by the drive belt. Inspect the water pump shaft for being bent. Also inspect the water pump bearings for smoothness and excessive play. Compare the water pump with a known good water pump. 10. Accessory drive component brackets that are bent, cracked, or loose may put extra strain on that accessory component causing it to vibrate. Drive Belt Whine Drive Belt Whine Diagnosis Page 3100 Fuel Pressure Release: Service and Repair Fuel Pressure Relief Procedure FUEL PRESSURE RELIEF PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Loosen the fuel filler cap in order to relieve the tank pressure. Do not tighten at this time. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Disconnect the fuel pump electrical connector. 4. Lower the vehicle. 5. Start and run the engine until the fuel supply remaining in the fuel pipes is consumed. Engage the starter for 3.0 seconds in order to assure relief of any remaining pressure. 6. Raise the vehicle. 7. Connect the fuel pump electrical connector. 8. Lower the vehicle. 9. Disconnect the negative battery cable in order to avoid possible fuel discharge if an accidental attempt is made to start the engine. Specifications Spark Plug: Specifications Spark Plug Gap ................................................................................................................................... ..................................................... 0.060 in. (1.52 mm) Spark Plug Torque ........................................ ........................................................................................................................................ 11.0 lb. ft. (15.0 Nm) Page 4645 5. Hand start the oil feed pipe assembly bolts. Tighten the oil feed pipe assembly bolts to 12 Nm (9 ft. lbs.). 6. Install the new filter neck seal into the transaxle case. A large socket can be used as an installation tool. Two mallets can be used as well. 7. Coat the filter O-ring seal with a small amount of petroleum jelly, and install the filter into the transaxle case. Notice: Push straight down on the center of the oil level control valve in order to prevent damage to the case bore. 8. Install the oil level control valve. 9. Install the transaxle oil pan and gasket. 10. Lower the vehicle. 11. Add DEXRON-III P/N 21019223 transaxle fluid or equivalent. ^ The bottom pan removal capacity is approximately 6.5 Liters (6.9 quarts). ^ The complete overhaul capacity is approximately 9 Liters (9.5 quarts). ^ The dry capacity is approximately 12.2 Liters (12.9 quarts). 12. Start the engine, warm up the transaxle, and check for leaks. 13. Check the fluid level. Page 609 Disclaimer Page 4227 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 7648 Forward Of BCM Page 8275 Important: Secure the wiring harness so that there is no risk of chafing or rattling. 6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement. 6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.4. Fold the rear seat backrest forward. 6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.6. Remove the A-pillar's lower side piece. 6.7. Open the cover on the right-hand wiring harness channels. 6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the right-hand A-pillar. 6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car. 6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector H2-11. Push in the optic cable and make sure the catch (B) locks and refit the locking strip (A). 6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C). Page 1182 Top Rear Of Engine Page 1826 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Place the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. Open front hood and locate the front end sensor, also known as the front end sensor (1). 7. Remove both connector position assurance (CPA) from the right and left front end sensor connector. 8. Remove both front end sensors connector from the front end sensor (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 3601 The malfunction indicator lamp (MIL) is located in the instrument panel cluster. The MIL will display as either SERVICE ENGINE SOON or one of the following symbols when commanded ON: The MIL indicates that an emissions related fault has occurred and vehicle service is required. The following is a list of the modes of operation for the MIL: The MIL illuminates when the ignition is turned ON, with the engine OFF. This is a bulb test to ensure the MIL is able to illuminate. - The MIL turns OFF after the engine is started if a diagnostic fault is not present. - The MIL remains illuminated after the engine is started if the control module detects a fault. A diagnostic trouble code (DTC) is stored any time the control module illuminates the MIL due to an emissions related fault. The MIL turns OFF after three consecutive ignition cycles in which a Test Passed has been reported for the diagnostic test that originally caused the MIL to illuminate. - The MIL flashes if the control module detects a misfire condition which could damage the catalytic converter. - When the MIL is illuminated and the engine stalls, the MIL will remain illuminated as long as the ignition is ON. - When the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition is cycled OFF and then ON. TRIP A trip is an interval of time during which the diagnostic test runs. A trip may consist of only a key cycle to power up the powertrain control module (PCM), allow the diagnostic to run, then cycle the key off to power down the PCM. A trip may also involve a PCM power up, meeting specific conditions to run the diagnostic test, then powering down the PCM. The definition of a trip depends upon the diagnostic. Some diagnostic tests run only once per trip (i.e., catalyst monitor) while other tests run continuously during each trip (i.e., misfire). WARM-UP CYCLE The powertrain control module (PCM) uses warm-up cycles to run some diagnostics and to clear any diagnostic trouble codes (DTCs). A warm-up cycle occurs when the engine coolant temperature increases 22°C (40°F) from the start-up temperature. The engine coolant must also achieve a minimum temperature of 71°C (160°F). The PCM counts the number of warm-up cycles in order to clear the malfunction indicator lamp (MIL). The PCM will clear the DTCs when 40 consecutive warm-up cycles occur without a malfunction. DIAGNOSTIC TROUBLE CODES (DTCS) The powertrain control module (PCM) is programmed with test routines that test the operation of the various systems the PCM controls. Some tests monitor internal PCM functions. Many tests are run continuously. Other tests run only under specific conditions, referred to as Conditions for Running the DTC. When the vehicle is operating within the conditions for running a particular test, the PCM monitors certain parameters and determines if the values are within an expected range. The parameters and values considered outside the range of normal operation are listed as CONDITIONS FOR SETTING THE DTC. When the conditions for setting the DTC occur, the PCM executes the Action Taken When the DTC Sets. Some DTCs alert the driver via the malfunction indicator lamp (MIL) or a message. Other DTCs do not trigger a driver warning, but are stored in memory. The PCM also saves data and input parameters when most DTCs are set. This data is stored in the Freeze Frame and/or Failure Records. The DTCs are categorized by type. The DTC type is determined by the MIL operation and the manner in which the fault data is stored when a particular DTC fails. In some cases there may be exceptions to this structure. Therefore, when diagnosing the system it is important to read the Action Taken When the DTC Sets and the Conditions for Clearing the DTC in the supporting text. There are different types of DTCs and different actions taken when the DTCs set. Refer to Diagnostic Trouble Code (DTC) Type Definitions for a description of the general characteristics of each DTC type. DTC STATUS When the scan tool displays a DTC, the status of the DTC is also displayed. The following DTC statuses are indicated only when they apply to the DTC that is set. Fail This Ign. (Fail This Ignition): Indicates that this DTC failed during the present ignition cycle. Page 1181 Left Rear Of Engine Page 7745 14. Bend flat the twisted connection. 15. Secure and insulate the 3 wire connection to deployment harness using electrical tape. 16. Twist together two connector wire leads (the low circuits from both stages of the steering wheel module) to one sets of deployment wires. Refer to SIR Connector End Views in order to determine the correct circuits. 17. Inspect that the 3 wire connection is secure. Page 7427 Instrument Panel Page 7418 20. Remove and discard the condenser mounting bolts. 21. Remove and discard the condenser mounting nuts. 22. Push upward on the radiator and downward on the condenser to unsnap the condenser mounting tabs from the radiator clip. 23. Remove the condenser. 24. Remove the upper seal. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 25. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. 3. Install the upper seal. 4. If replacing the condenser, add the specific amount of PAG oil directly to the condenser. Page 2644 17. Remove the left radiator air deflector retainers. 18. Remove the left radiator air deflector. 19. Reposition the radiator outlet hose clamp at the radiator using the J 38185. 20. Remove the radiator outlet hose from the radiator. 21. Place a drain pan under the transmission oil cooler pipes. 22. Remove the transmission oil cooler pipe attachment nut from the transmission. 23. Remove the transmission oil cooler pipes from the transmission. Page 2391 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Engine Controls - Rough/Unsteady Idle PROM - Programmable Read Only Memory: All Technical Service Bulletins Engine Controls Rough/Unsteady Idle Bulletin No.: 04-06-04-080 Date: November 09, 2004 TECHNICAL Subject: Rough Engine Idle when Hot (Reprogram PCM) Models: 2004 Chevrolet Malibu with 3.5L Lx9 (VIN 8 - RPO LX9) Condition Some customers may comment on a rough or unsteady idle when the vehicle is at full warmed to operating temperature. Correction New calibrations have been released to address this concern. Reprogram the PCM with the appropriate calibration or later as shown. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4943 Valve Body Spring and Bore Plug Chart (Inch) Page 7811 Side Air Bag: Diagrams Inflatable Restraint Side Impact Module - Left (With RPO Code AY1) Page 3237 Body Control Module: Symptom Related Diagnostic Procedures A Symptoms - Computer/Integrating Systems SYMPTOMS - COMPUTER/INTEGRATING SYSTEMS IMPORTANT: The following steps must be completed before using the symptom tables. 1. Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information before using the symptom tables in order to verify that all of the following are true: There are no DTCs set. - The control modules can communicate via the serial data links. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle 2. Review the system operation in order to familiarize yourself with the system functions. Refer to: - Data Link Communications Description and Operation - Body Control System Description and Operation - Retained Accessory Power (RAP) Description and Operation Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the systems. - Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions. Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: Scan Tool Does Not Power Up See: Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures - Scan Tool Does Not Communicate with Class 2 Device See: Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures - Scan Tool Does Not Communicate with High Speed GMLAN Device See: Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures/Scan Tool Does Not Communicate With High Speed GMLAN Device - Scan Tool Does Not Communicate with Low Speed GMLAN Device See: Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures/Scan Tool Does Not Communicate With Low Speed GMLAN Device - Retained Accessory Power (RAP) On After Time-out See: Diagnosis By Symptom Computer/Integrating Systems/Retained Accessory Power (RAP) On After Timeout - Retained Accessory Power (RAP) Inoperative See: Diagnosis By Symptom Computer/Integrating Systems/Retained Accessory Power (RAP) Inoperative Page 6953 1. Position the upper control arm to the support assembly and knuckle. 2. Install the upper control arm to knuckle bolt and nut. Hand tighten only. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the upper control arm to support assembly bolt. ^ Tighten the upper control arm to support assembly bolt to 60 Nm (44 ft. lbs.) plus 60 degrees. ^ Tighten the upper control arm to knuckle bolt to 110 Nm (81 ft. lbs.) plus 70 degrees. 4. If equipped with ABS, connect the ABS harness connector. Route the harness as previously noted. 5. Install the tire and wheel. 6. Lower the vehicle. Rear Axle Lower Control Arm Replacement Rear Axle Lower Control Arm Replacement Removal Procedure Page 3130 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAF) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the positive crankcase ventilation fresh air tube from the air cleaner intake duct. 2. Disconnect the mass air flow (MAF) sensor electrical connector. 3. Loosen the clamps and remove the air cleaner intake duct with the MAF sensor from the throttle body and the air cleaner housing cover. 4. Loosen the clamp and remove the MAF sensor from the air cleaner intake duct. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the MAF sensor to the air cleaner intake duct. Tighten Tighten the clamp to 2 N.m (18 lb in). 2. Install the air cleaner intake duct with the MAF sensor to the throttle body and the air cleaner housing cover. Tighten Tighten the clamps to 2 N.m (18 lb in). 3. Connect the MAF sensor electrical connector. 4. Install the positive crankcase ventilation fresh air tube to the air cleaner intake duct. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 3744 Canister Vent Valve: Description and Operation EVAP VENT SOLENOID VALVE The evaporative emission (EVAP) vent solenoid valve controls fresh airflow into the EVAP canister. The valve is normally open. The control module commands the valve ON, closing the valve during some EVAP tests, allowing the system to be tested for leaks. Page 372 Page 4802 Locations Left Side of HVAC Case A/T - 4T65E Fluid Leaking From A/T Vent Channel Plate: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 3299 Engine Control Module: Diagrams Powertrain Control Module (PCM) C3 Powertrain Control Module (PCM) C3 Part 1 Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 112 Disclaimer Service and Repair Antenna Amplifier: Service and Repair ANTENNA AMPLIFIER REPLACEMENT REMOVAL PROCEDURE 1. Remove the headliner. 2. Disconnect the electrical connectors from the antenna amplifier. 3. Remove the fastener from the antenna and remove the antenna amplifier INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the antenna amplifier and secure with the fastener. Tighten Tighten the fastener to 3 N.m (26 lb in). 2. Connect the electrical connectors to the antenna amplifier. 3. Install the headliner. OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Band Apply Servo: Customer Interest A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Bulletin No.: 04-07-30-028A Date: January 12, 2006 TECHNICAL Subject: 4T65-E Automatic Transmission Fluid Leak From Reverse Servo Cover (Replace Reverse Servo Cover Seal) Models: 2005 and Prior Cars and Light Duty Trucks with Automatic Transmission 4T65-E (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to announce an improved reverse servo cover seal is available from GMSPO and to advise technicians that it is no longer necessary to replace the reverse servo cover when replacing the seal. The 2005 model year vehicles are also being added. Please discard Corporate Bulletin Number 04-07-30-028 (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a fluid leak under the vehicle. A transmission fluid leak may be noted during the Pre-delivery Inspection (PDI). Cause A possible cause of a transmission fluid leak usually only during cold ambient temperatures below -6.7°C (20°F) may be the reverse servo cover seal. The reverse servo cover seal may shrink in cold ambient temperatures causing a transmission fluid leak. Correction Follow the diagnosis and repair procedure below to correct this condition. 1. Diagnose the source of the fluid leak. 2. If the source of the transmission fluid leak is the reverse servo cover, replace the reverse servo cover seal with P/N 24235894. Refer to Reverse Servo Replacement in the appropriate Service Manual. Page 533 HVAC Control Module - Part 3 Page 2987 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the MAP sensor electrical connector. 2. Remove the MAP sensor attaching screw. 3. Remove the MAP sensor and MAP sensor seal from the upper intake manifold. INSTALLATION PROCEDURE 1. Install the MAP sensor and MAP sensor seal into the upper intake manifold. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the MAP sensor attaching screw. Tighten Tighten the attaching screw to 6.5 N.m (5.7 lb in). 3. Connect the MAP sensor electrical connector. Page 6907 7. Install the upper steering column trim cover. 8. Enable the SIR system. Page 6195 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 517 Electronic Brake Control Module: Service and Repair Electronic Brake Control Module (EBCM) Replacement Removal Procedure Notice: Always connect or disconnect the wiring harness connector from the EBCM/EBTCM with the ignition switch in the OFF position. Failure to observe this precaution could result in damage to the EBCM/EBTCM. 1. Turn the ignition switch to the OFF position. 2. Clean the electronic brake control module (EBCM) to brake pressure modulator valve (BPMV) area of any accumulated dirt and foreign material. 3. Disconnect the electrical connector from the EBCM. 4. Remove the 4 EBCM-to-BPMV retaining bolts. 5. Separate the EBCM from the BPMV by carefully pulling apart. 6. Ensure the motor pin connector gets removed with the EBCM. A new motor pin connector comes with the replacement EBCM and should be replaced during service of the EBCM. Installation Procedure Locations Left Front Fender Well Page 8003 Page 6060 C207 I/P Harness To Body Harness Part 2 Service and Repair Vehicle Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Disconnect the electrical connector. 3. Remove the output speed sensor stud. 4. Remove the output speed sensor from the transaxle case. Important: Inspect the O-ring for damage and replace if necessary. 5. Remove the O-ring from the output speed sensor. Installation Procedure 1. Install the O-ring onto the output speed sensor. 2. install the output speed sensor into the transaxle case. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the output speed sensor stud. Tighten the speed sensor stud to 11 Nm (8 ft. lbs.). 4. Connect the electrical connector. 5. Lower the vehicle. Page 3634 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the camshaft position (CMP) sensor electrical connector. 2. Remove the CMP sensor bolt. 3. Remove the CMP sensor. 4. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil and replace the O-ring if damaged. 2. Install the CMP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CMP sensor bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. Page 6642 4. Tighten the tie rod jam nut (5). ^ Tighten the tie rod jam nut (5) to 68 Nm (50 ft. lbs.). Page 4026 10. Install the other end of the ground strap to the coil as shown and secure using a new bolt, P/N 11588715. 11. Install the other three ignition coil bolts. Tighten Tighten the bolts to 10 Nm (89 lb in). 12. Connect the right side spark plug wires to the ignition coil. 13. Connect the left side spark plug wires to the ignition coil. 14. Connect the ignition coil electrical connector. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 1027 Instrument Panel Page 147 Diagnostic Trouble Codes DTC U1000 and U1255 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. When a module does not associate an identification number with at least one critical parameter within 5 seconds of beginning serial data communication, DTC U1000 or U1255 DTC is set. When more than one critical parameter does not have an identification number associated with it, the DTC will only be reported once. The Class 2 serial data communications circuit on this vehicle are in a hybrid ring and star configuration. Each module on the ring has 2 serial data circuits connected to it, except the following modules which have only 1 serial data circuit connected them: Page 8476 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness approx. 100 mm (4 in) from H2-9, fit the cable tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the bracket. Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and secure with cable tie. 13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 14. Fit the ground cable to the battery's negative terminal. 15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging system - Adjustment/Replacement. Important: Follow Tech 2(R) on-screen instructions. 16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and Operation - Add/Remove. 2000-2004 Saab 9-5 2000-2004 Saab 9-5 Page 3690 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the MAP sensor electrical connector. 2. Remove the MAP sensor attaching screw. 3. Remove the MAP sensor and MAP sensor seal from the upper intake manifold. INSTALLATION PROCEDURE 1. Install the MAP sensor and MAP sensor seal into the upper intake manifold. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the MAP sensor attaching screw. Tighten Tighten the attaching screw to 6.5 N.m (5.7 lb in). 3. Connect the MAP sensor electrical connector. Page 7740 6. Clear a space on the ground about 1.85 m (6 ft) in diameter for deployment of the inflator module. If possible, use a paved, outdoor location free of activity. Otherwise, use a space free of activity on the shop floor. Make sure you have sufficient ventilation. 7. Make sure no loose or flammable objects are in the area. IMPORTANT: Dual stage deployments are only used in steering wheel and I/P inflator modules. If stage 1 was used to deploy a dual stage inflator module, stage 2 may still be active. If disposal of a deployed or undeployed dual stage module is required both deployment loops must be energized to deploy the air bag. 8. When deploying the steering wheel module, place the steering wheel module in the center of the space. 9. When deploying the I/P module, refer to the following instructions: 9.1. Place J 39401-B (2) in the center of the cleared area. 9.2. Fill the deployment fixture with water or sand. 9.3. Using the proper nuts and bolts, mount the I/P module (1) to the deployment fixture (2), with the vinyl trim facing up. 9.4. Securely tighten all fasteners that hold the I/P module (1) to the deployment fixture (2) prior to deployment. Page 2857 Body Control Module: Application and ID Location View Application Table Part 1 Page 5299 Campaign - Deactivation Of Analog OnStar(R) Technical Service Bulletin # 08089C Date: 081118 Campaign - Deactivation Of Analog OnStar(R) # 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008) Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION Page 2194 1. Apply sealant GM P/N 12346286 (Canadian P/N 10953472) or the equivalent to the keyway of the balancer. 2. Install the crankshaft balancer. Use the J29113. 3. Remove the J 29113. 4. Install the J 37096 to the flywheel to prevent flywheel rotation. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the crankshaft balancer washer and the bolt. 5.1. Tighten the bolt to 70 Nm (52 ft. lbs.). 5.2. Use the J 45059 to rotate the crankshaft balancer bolt an additional 70 degrees. 6. Remove the J 45059 from the flywheel. 7. Install the torque converter covers. 8. Raise the frame to the original position. 9. Install and tighten the frame bolts. 10. Install the right engine splash shield. 11. Install the right front tire and wheel. 12. Lower the vehicle. 13. Install the drive belt. 14. Perform a crankshaft position (CKP) system variation learn procedure. Page 6097 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 1 Page 3606 Engine Control Module: Testing and Inspection POWERTRAIN RELAY DIAGNOSIS CIRCUIT DESCRIPTION The powertrain relay is a normally open relay. The relay armature is held in the open position by spring tension. Battery positive voltage is supplied directly to the relay coil and the armature contact at all times. The powertrain control module (PCM) supplies the ground path to the relay coil control circuit, via an internal integrated circuit, called an output driver module. When the PCM commands the relay ON, the relay coil creates an electromagnetic field. This electromagnetic field overcomes the spring tension and pulls the armature contact into the stationary contact of the relay load circuit. The closing of the relay contacts allows the current to flow from the battery to the following fuses and relays: - ETC fuse - Emission fuse - A/C relay - Air pump relay, if equipped When the ignition switch is turned to the OFF position, power is interrupted to the output driver module in the PCM, and the relay electromagnetic field collapses. This action allows the spring tension pulling on the armature to separate from the relay load circuit contact, which interrupts current flow to the fuses and relays. If the powertrain relay fails to close, the engine will crank, but will not run. The class 2 communications will be available with the use of a scan tool. The powertrain relay system diagnosis table assumes that the vehicle battery is fully charged. TEST Steps 1 - 3 Page 6410 C214 Body Harness To Console Harness (Without RPO Code UK6, U32) Page 6683 Power Steering Fluid: Fluid Type Specifications POWER STEERING SYSTEM GM Power Steering Fluid GM P/N 89021184 (Canadian P/N 89021186) or equivalent. Page 6437 C207 I/P Harness To Body Harness Part 1 Page 1418 Window Switch - Driver C2 Page 2683 7. Fill the cooling system. Page 1188 Heated Oxyged Sensor (HO2S) Bank 2 Sensor 2 Steering - Front End Clunk/Rattle/Knock On Bumps Steering Shaft: Customer Interest Steering - Front End Clunk/Rattle/Knock On Bumps TECHNICAL Bulletin No.: 06-02-32-007G Date: April 05, 2010 Subject: Clunk, Knock or Rattle Noise From Front of Vehicle While Driving or Turning Over Bumps at Low Speeds (Diagnose Noise and Perform Outlined Repair) Models: 2004-2006 Chevrolet Malibu Maxx 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn Aura Supercede: This bulletin is being revised to update the Parts Information for the bolt. Please discard Corporate Bulletin Number 06-02-32-007F (Section 02 - Steering). Condition 1 Some customers may comment on a clunk noise heard and felt in the steering wheel while driving at slow speeds and turning. The clunk noise may appear to be directly in front of the driver. Hitting a bump while turning can produce the clunk noise. Sometimes the noise may be duplicated when the vehicle is sitting still and the steering wheel is turned 90 degrees in either direction before initially centering the steering wheel. Cause 1 The clunk noise may be caused by a slip/stick condition between the inner and outer components of the intermediate shaft. Important Revised design intermediate shafts went into production in the 2009 model year and are the only design currently available through GMSPO since approximately September 2008. Since any model year vehicle could have had a second design shaft installed, it is critical to identify it before proceeding. The revised design intermediate shafts will NOT tolerate any type of lubricant per the following instructions. Adding lube to the second design shafts will cause a clunk noise in a very short period of time. Use the following pictures to identify which design of shaft you are servicing. Electric Assist Power Steering First Design - Bare Steel Tube (Lube OK) Page 8099 1. Install the coaxial cable to inner body side. 2. Install the coaxial cable to the front roof bow. 3. Install the rear window shelf panel. 4. Install the headliner. Page 6865 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Page 5407 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 4505 For vehicles repaired under warranty, use the table. Disclaimer A/T - No Movement in Drive or 3rd Gear Clutch: Customer Interest A/T - No Movement in Drive or 3rd Gear TECHNICAL Bulletin No.: 08-07-30-027 Date: June 04, 2008 Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When Shifted to Second, First or Reverse (Replace Forward Sprag Assembly) Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006 Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006 GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic, Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3 2006 - 2008 Saab 9-7X with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70) Condition Some customers may comment that the vehicle has no movement when the transmission is shifted to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or REVERSE position. Cause This condition may be caused by a damaged forward sprag assembly (642). Correction When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear should rotate only in the counterclockwise direction with the input sun gear facing upward. If the sprag rotates in both directions or will not rotate in either direction, the sprag elements should be inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair section for forward clutch sprag disassembly procedures. If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward roller clutch sprag assembly is now available from GMSPO. Page 5980 Fuse Block - Rear C1 Part 4 Locations Fuse Block: Locations Left Side Of Core Support Front Inside Left Rear Quarter Panel Rear (Sedan) Locations Data Link Connector: Locations Instrument Panel Page 367 OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: Customer Interest OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 3613 Steps 24 - 28 Page 7086 Wheel Hub: Service and Repair Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 5. Remove the stabilizer link bolt at the knuckle and position the stabilizer link out of the way in order to provide access to the wheel bearing/hub bolts. 6. Remove the 4 wheel bearing/hub assembly nuts. 7. Remove the wheel bearing/hub assembly from the knuckle. Installation Procedure 1. Install the wheel bearing/hub assembly to the knuckle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 wheel bearing/hub assembly nuts. ^ Tighten the nuts to 63 Nm (47 ft. lbs.). 3. Connect the stabilizer link bolt at the knuckle.. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. 5. Install the brake rotor. 6. Install the tire and wheel assembly. 7. Lower the vehicle. 8. Inspect the rear alignment. Page 102 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness approx. 100 mm (4 in) from H2-9, fit the cable tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the bracket. Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and secure with cable tie. 13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 14. Fit the ground cable to the battery's negative terminal. 15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging system - Adjustment/Replacement. Important: Follow Tech 2(R) on-screen instructions. 16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and Operation - Add/Remove. 2000-2004 Saab 9-5 2000-2004 Saab 9-5 Page 4269 Disclaimer Page 7998 Page 2597 7. Bend the radiator air side seals and insert the seals into the channel of the intake air splash shields. 8. The radiator air side seals must be in the proper position for proper air flow. 9. Install the lower radiator support brackets. 10. Install the lower radiator support bracket bolts. ^ Tighten the bolts to 60 Nm (44 ft. lbs.). Page 3190 Body Control Module: Connector Locations Body Control Module (BCM) C1 Part 1 Page 211 10. Disconnect and remove the OnStar(R) jumper harness. Note: You will need to remove the short GPS cable from this jumper harness. 11. Untape the cell antenna coax from the body harness in the trunk. This will be necessary to provide adequate length to connect to the new VCIM. 12. Fasten three retainer clips (1) from the kit to the new bracket that is included in the kit, and position the VCIM to the bracket (2). 13. Install the three bolts from the kit. Tighten the bolts to 10 Nm (89 lb in). 14. Connect the new OnStar(R) jumper harness supplied in the kit to the VCIM (two white connectors on module). 15. Connect small GPS coax cable jumper harness supplied in the kit (end with blue plastic housing) to VCIM GPS connector. 16. Position the VCIM / bracket assembly to the studs. 17. Install the bracket nuts saved from the Removal Procedure above to the VCIM / bracket assembly mounting studs. Tighten the nuts to 4 Nm (35 lb in). 18. Connect the new OnStar(R) jumper harness to the body wiring harness (C410 connector). 19. Connect small coax cable jumper from VCIM to the OnStar(R) Global Positioning Satellite (GPS) antenna coaxial cable at the connector previously left in the vehicle (short jumper removed from old harness in step 5.10). 20. Connect the cellular coaxial cable previously left in vehicle to the OnStar(R) VCIM. 21. Verify that all harnesses are properly secured in vehicle. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. 1. Connect the Tech2(R) to the vehicle. Page 1218 Camshaft Position (CMP) Sensor Page 4204 Instruments - DIC Messages Missing Body Control Module: Customer Interest Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Page 269 Page 6641 4. Adjust the camber to specification by moving the top of the wheel in or out. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the strut to knuckle nuts. ^ Tighten the nuts to 120 Nm (89 ft. lbs.). Front Toe Adjustment 1. Ensure that the steering wheel is set in a straight ahead position. 2. Loosen the tie rod jam nut (5). 3. Adjust the toe to specification by turning the adjuster (6). Notice: Refer to Fastener Notice in Service Precautions. Service and Repair Brake Pedal Position Sensor: Service and Repair Brake Pedal Position Sensor Replacement Removal Procedure 1. Remove the closeout panel. 2. Remove the steering wheel stub shaft bolt and position the steering wheel stub shaft away from the steering column in order to gain access to the brake pedal adjustment position sensor. 3. Remove the electrical connector from the brake pedal position sensor. 4. Remove the bolt from the position sensor, and remove the position sensor from the vehicle. Installation Procedure Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. Page 7283 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Air Conditioning (A/C) Refrigerant Filter Replacement Refrigerant Filter: Service and Repair Air Conditioning (A/C) Refrigerant Filter Replacement AIR CONDITIONING (A/C) REFRIGERANT FILTER REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the surge tank from the surge tank bracket. 3. Remove the suction hose and liquid line nut from the thermal expansion valve (TXV). 4. Remove the suction hose and liquid line from the TXV. 5. Remove the line clip from the dash. 6. Remove the refrigerant filter from the line. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 7. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. Page 4600 10. Remove the oil level control valve. 11. Remove the oil filter and oil filter O-ring seal. The seal may stay in case when filter is removed. Important: Do not score or damage the transaxle case when removing the filter neck seal. 12. Using a chisel, indent the top of the filter neck seal to relax the press fit. 13. Remove the filter neck seal from the transaxle case and discard. 14. Remove all traces of the old gasket material. 15. Clean the transaxle case and oil pan gasket surfaces with solvent, and allow to air dry. Installation Procedure Notice: Use petroleum jelly when lubricating the components. Greases other than petroleum jelly will change the transaxle fluid characteristics and will cause undesirable shift conditions or filter clogging. Powertrain Control Module (PCM) Engine Control Module: Description and Operation Powertrain Control Module (PCM) POWERTRAIN CONTROL MODULE (PCM) DESCRIPTION POWERTRAIN The powertrain has electronic controls to reduce exhaust emissions while maintaining excellent driveability and fuel economy. The powertrain control module (PCM) is the control center of this system. The PCM monitors numerous engine and vehicle functions. The PCM constantly looks at the information from various sensors and other inputs, and controls the systems that affect vehicle performance and emissions. The PCM also performs the diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM. The following are some of the functions that the PCM controls: The engine fueling - The ignition control (IC) - The knock sensor (KS) system - The evaporative emissions (EVAP) system - The secondary air injection (AIR) system (if equipped) - The exhaust gas recirculation (EGR) system - The automatic transmission functions - The generator - The A/C clutch control - The cooling fan control POWERTRAIN CONTROL MODULE FUNCTION The powertrain control module (PCM) constantly looks at the information from various sensors and other inputs and controls systems that affect vehicle performance and emissions. The PCM also performs diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. The input and output devices in the PCM include analog-to-digital converters, signal buffers, counters, and output drivers. The output drivers are electronic switches that complete a ground or voltage circuit when turned on. Most PCM controlled components are operated via output drivers. The PCM monitors these driver circuits for proper operation and, in most cases, can set a DTC corresponding to the controlled device if a problem is detected. MALFUNCTION INDICATOR LAMP (MIL) OPERATION Page 1166 Steps 3 - 4 Page 6605 Disclaimer Locations Knock Sensor: Locations Lower Left Front Of Engine Page 7070 5. Install the trailing arm bracket to body bolts. ^ Tighten the bracket to body bolts to 90 Nm (66 ft. lbs.) plus 30 degrees plus an additional 15 degrees. 6. Install the tire and wheel. 7. Lower the vehicle. Radiator Air Baffle and Deflector Replacement - Side Radiator: Service and Repair Radiator Air Baffle and Deflector Replacement - Side Radiator Air Baffle and Deflector Replacement - Side (LX9) Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the left side radiator air deflector retainers. 3. Remove the left side radiator air deflector. 4. Remove the right front fender liner. 5. Remove the right side radiator air deflector retainers. 6. Remove the right side radiator air deflector. Installation Procedure Important: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. Page 5472 Brake Pad: Service and Repair Burnishing Pads and Rotors Burnishing Pads and Rotors Caution: Road test a vehicle under safe conditions and while obeying all traffic laws. Do not attempt any maneuvers that could jeopardize vehicle control. Failure to adhere to these precautions could lead to serious personal injury and vehicle damage. Caution: Refer to Brake Dust Caution in Service Precautions. Burnishing the brake pads and brake rotors is necessary in order to ensure that the braking surfaces are properly prepared after service has been performed on the disc brake system. This procedure should be performed whenever the disc brake rotors have been refinished or replaced, and/or whenever the disc brake pads have been replaced. 1. Select a smooth road with little or no traffic. 2. Accelerate the vehicle to 48 km/h (30 mph). Important: Use care to avoid overheating the brakes while performing this step. 3. Using moderate to firm pressure, apply the brakes to bring the vehicle to a stop. Do not allow the brakes to lock. 4. Repeat steps 2 and 3 until approximately 20 stops have been completed. Allow sufficient cooling periods between stops in order to properly burnish the brake pads and rotors. Page 409 Parts Information Page 4044 3. Clean the area around and below the cover. 4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2517 Spark Plug: Application and ID SPARK PLUG TYPE GM ....................................................................................................................................................... ...................................................... P/N 12568387 AC Delco ............................................................................................................................................. ........................................................... P/N 41-101 Testing and Inspection Ignition Cable: Testing and Inspection SPARK PLUG WIRE INSPECTION Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. Refer to Spark Plug Wire Replacement. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: - Tearing - Piercing - Arcing - Carbon Tracking - Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 8380 ^ For U.S. Saturn retailer claim submission, use Net Item code "M" and Case Type VW. Page 3544 Body Control Module - C2 Part 2 Page 8292 ^ Pay the dealer the regular retail price (no discounts are available) for one of the following 1-year, non-refundable OnStar(R) Analog-to-Digital Transition (ADT) Service Subscription Plans: ^ 1-year Safe & Sound Subscription: $199 ($289 in Canada) ^ 1-year Directions & Connections Subscription: $399 ($579 in Canada) ^ Pay the dealer the applicable state and local sales taxes on the subscription: ^ U.S. Dealers: Taxes only apply in these states: CT, DC, FL, HI, ND, NJ, NM, NY, SC, SD, TX, and WV ^ Canadian Dealers: All applicable taxes ^ Pay the dealer a one-time charge of $15 for the upgrade: ^ U.S. Dealers: Do not collect taxes on the $15 ^ Canadian Dealers: Collect all applicable taxes on the $15 Note: Dealers should NOT remit OnStar(R) ADT-related taxes to their taxing authority as OnStar(R) is responsible for tax remittance. Please Be Sure To Read these Important Points: ^ The 1-year OnStar(R) subscription is not refundable or transferable to another person. Upgraders can apply unused subscription months to a new or Certified Pre-Owned digital OnStar-equipped GM vehicle purchase or lease. As noted above, the digital upgrade program requires the subscriber to purchase a one-year prepaid OnStar(R) subscription. Assuming the subscriber intends to keep their vehicle, but subsequently purchases or leases a 2006 model year or newer OnStar(R)-equipped new or certified used GM vehicle, in the interest of subscriber satisfaction, they may apply remaining unused whole months of the subscription to the new vehicle. The subscription may not be applied to another person's vehicle. Important: This is a customer satisfaction measure that would usually occur several months after an upgrade. It is not intended to be leveraged as part of a new/used vehicle purchase or lease transaction. ^ The $15 charge is not refundable. ^ Dealer ADT kit orders are VIN specific. Dealer kit orders require a VIN and must be exchanged with the OnStar(R) unit in the vehicle with that VIN. Proper activation and enrollment depends on this step. ^ You must put the actual miles on the Repair Order. Do not estimate. ^ Customers will receive a Hands-Free Calling number once the digital hardware is installed and configured. ^ Any nametags that were stored in the old system will need to be re-set by the subscriber once the new hardware is installed. ^ Customers are responsible for the charges described above regardless of whether their vehicle is in or out of the New Vehicle Warranty period. In addition, customers should not be charged labor costs. Dealers can charge GM the labor for the upgrade as specified at the end of this bulletin using the listed labor operation. ^ Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within InfoNET. ^ Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). If you are unsure who the PSC is, check with the Sales Manager. Ordering the Upgrade Kit/Upgrade kit Installation Ordering the Upgrade Kit 1. To order a kit, you will need to access the OnStar(R) Online Enrollment webpage, located under the sales or service workbench of GM GlobalConnect (infoNET for Canadian upgrade orders). These kits cannot be ordered from GMSPO. Page 4584 For vehicles repaired under warranty, use the table. Disclaimer Page 1501 Disclaimer Technical Service Bulletin # 04-03-06-001 Date: 040910 Steering/Suspension - Vehicle Pull/Lead Diagnosis Bulletin No.: 04-03-06-001 Date: September 10, 2004 INFORMATION Subject: Vehicle Leads/Pulls Characteristics and Diagnosis Models: 2004-2005 Chevrolet Malibu and Malibu MAXX Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction Variability in the tire construction may produce lead/pull. The rear tires will not cause lead/pull. ^ Wheel alignment ^ Brake Drag ^ Unbalanced steering gear Visual/Physical Inspection ^ Inspect for aftermarket devices which could affect the operation of any of the suspension sub-systems. ^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. ^ Inspect for proper tire size and inflation pressure. ^ Inspect for abnormal tire wear. Vehicle Leads/Pulls Alignment Diagnosis and Repair Front cross-caster and front cross-camber are the only wheel alignment parameters that influence lead or pull. If the vehicle leads/pulls to the left after performing the steps listed in SI Document ID, and the front wheel alignment parameters are found to be in specification, adjust the front left and/or right camber to achieve a cross-camber of -0.50° to -0.75°. Refer to Front Camber Adjustment, SI Document. The cross-camber is the difference between the left side camber and the right side camber (cross-camber = LH camber-RH camber). Positive cross-camber may cause the vehicle to pull to the left. For example: If the vehicle pulls to the left, adjust the cross-camber more negative and vice-versa. Steering Position and Torque Sensor Calibration Important: ONLY perform the steering position sensor and torque sensor recalibration procedure after the tires, suspension and alignment specifications have been inspected and/or corrected and the vehicle still exhibits a lead or pull condition. Failure to do so may result in additional customer lead and or pull concerns. Page 406 5. Choose the outstanding core you wish to process, by selecting the Virtual Core Button on the far right side of the screen. 6. Enter the information in the required fields and select the submit button. Record the confirmation number. Canadian Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto https://adt.onstar.gm.mass.ca and enter information as prompted. All Dealers If the website indicates that the VCIM needs to be physically returned to the distributor, please use the pre-paid shipping label that was included in the kit to return the removed VCIM. Important: To avoid a $250 core non-return charge, you must do one of the following within 30 days of kit shipment: 1. Submit the necessary VCIM data through the website, as indicated above. 2. Mail the removed core from the customer's vehicle back to the distributor. 3. Return the unused digital upgrade kit back to the distributor using the pre-paid shipping label that is included in the kit box. Returning the Upgraded Vehicle to the Customer Returning the Upgraded Vehicle to the Customer 1. Place the new OnStar Subscriber Information (Owner's Manual kit) in the customer's vehicle where they can review some of the new features of the Digital-Capable system. The continuous digit dialing feature should be highlighted to the customer to avoid a return to the dealership for dialing instructions. Advise the customer to discard any existing OnStar(R) Owner's Manuals that may be in the vehicle. 2. Have the Service Advisor, Service Manager or Sales Consultant review the new OnStar(R) Hands-Free Calling procedure with the customer. The customer is uses to their analog OnStar(R) Hands-Free Calling system, which uses individual digit dial to make a call. The Generation 6 Digital-Capable system uses continuous digit dial, and the customer needs to be made aware of this change. 3. U.S. Dealers Only: Staple the "Tip Sheet - OnStar(R) Generation 6 Digitally-Capable System", that was included in the kit, to the customer's copy of the repair order. This tip sheet will help your customer better understand their new OnStar(R) system. 4. Canadian Dealers Only: Refer the customer to the Hands-Free Calling Quick Review Card from the new OnStar(R) Owner's Manual kit for help with the new dialing procedure. 5. Fill out the form entitled "GM Limited Warranty for Upgraded OnStar(R) Digital Equipment Program Participants" and staple a copy of this to the customer's repair order. You may want to keep a copy for your records. 6. Encourage your customer to press their blue OnStar(R) button the next day. The OnStar(R) Advisor will be able to review some of the new features of their digital OnStar(R) system. Closing the Onstar(R) Upgrade Exchange Closing the OnStar(R) Upgrade Exchange 1. Collect payment from the customer. Your dealership's open account (sales) will be charged for the cost of the chosen subscription plan, any applicable subscription taxes, and the $15 upgrade charge after the vehicle has been configured through the TIS2WEB process. 2. None of the costs associated with the OnStar Digital Upgrade program may be claimed as a GM goodwill event. These costs must be paid by the customer, and may not be included in any goodwill offered to the customer. GM employees or representatives or field personnel are not able to offer goodwill for this program. If the dealership decides to pay for the upgrade for their customer, be aware that your GM or OnStar(R) contact will not be able to reimburse you for this cost. 3. Use labor code Z2096 to submit your claim for the labor time published below plus 0.2 hr Administrative Allowance and an additional $20.00 Net Amount. ^ For all dealer claim submissions (excluding U.S. Saturn), use Complaint Code MH - Technical Bulletin, and Failure Code 93 - Technical Service Bulletin. Page 7381 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 922 Lower Left Front Of Engine Page 7804 Inside Of Right C-Pillar - Sedan A/T - Wind Whistle Noise in Passenger Compartment Shift Cable: Customer Interest A/T - Wind Whistle Noise in Passenger Compartment Bulletin No.: 04-07-30-027 Date: May 27, 2004 TECHNICAL Subject: Whistle/Wind Noise In Passenger Compartment Of Vehicle Near Shifter/Floor Console Area (Replace Automatic Transmission Shift Cable) Models: 2004 Chevrolet Malibu/Malibu Maxx Built Prior To VIN Breakpoint 4F152173 Condition Some customers may comment on a noise in the passenger compartment that may sound like air being blown through a small hole. The noise may be more noticeable in the shifter/floor console area of the vehicle. Cause The cause may be normal transmission noise transmitted into the vehicle through the automatic transmission shift cable. Correction Follow the service procedure below to correct this condition: 1. Open the hood and install fender covers. 2. Remove the console. 3. Using a J 36346, disconnect the shifter cable from the control assembly pin. 4. Remove the shifter cable from the control assembly. 5. Remove the driver's side under dash close out panel. 6. Reposition the carpet on the left side of the center console mounting bracket near the accelerator pedal. 7. Remove the two bolts retaining the dash center support to the floor pan on the left side. 8. Reposition the left side of the dash center support bracket away from the bracket mounted to the floor pan to gain clearance to remove the shift cable from the vehicle. 9. Reposition the insulator on the bulk head around the shift cable. 10. Pull the shift cable seal out of the bulk head. 11. Reposition the coolant reserve/surge tank. 12. Remove the shift cable form the transmission shift lever. 13. Remove the metal retaining clip from the shift cable at the shift cable bracket. 14. Remove the shift cable from the bracket. 15. Remove the shift cable from the vehicle. 16. Install the new shift cable, P/N 10358324, through the bulk head from inside of the vehicle. 17. Seat the shift control cable seal into the bulk head. 18. Install the shift cable into the cable bracket on the transmission. Page 3174 For vehicles repairs under warranty, use the table. Disclaimer Locations Mass Air Flow (MAF) Sensor: Locations Top Right Front Of Engine Page 2921 Ignition Control Module (ICM) Page 4792 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 8166 Page 3402 Steps 5-8 Page 4887 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6952 Control Arm: Service and Repair Rear Suspension Rear Axle Upper Control Arm Replacement Rear Axle Upper Control Arm Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel. 3. If equipped with an antilock brake system (ABS) system, disconnect the ABS harness connector and route the harness aside. Note the routing for assembly. 4. Remove the upper control arm to support assembly bolt. 5. Remove the upper control arm to knuckle bolt and nut. 6. Remove the upper control arm from the vehicle through the wheel well opening. Installation Procedure A/T - No Movement in Drive or 3rd Gear Clutch: All Technical Service Bulletins A/T - No Movement in Drive or 3rd Gear TECHNICAL Bulletin No.: 08-07-30-027 Date: June 04, 2008 Subject: No Movement When Transmission is Shifted to Drive or Third - Normal Operation When Shifted to Second, First or Reverse (Replace Forward Sprag Assembly) Models: 1982 - 2005 GM Passenger Cars and Light Duty Trucks 2006 - 2007 Buick Rainier 2006 Cadillac Escalade, Escalade ESV, Escalade EXT 2006 Chevrolet SSR 2006 - 2008 Chevrolet Avalanche, Colorado, Express, Silverado Classic, Silverado, Suburban, Tahoe, TrailBlazer 2006 GMC Yukon Denali, Yukon Denali XL 2006 - 2008 GMC Canyon, Envoy, Savana, Sierra Classic, Sierra, Yukon, Yukon XL 2006 Pontiac GTO 2006 - 2007 HUMMER H2 2006 - 2008 HUMMER H3 2006 - 2008 Saab 9-7X with 4L60, 4L60E, 4L65E or 4L70E Automatic Transmission (RPOs MD8, M30, M32, M33 or M70) Condition Some customers may comment that the vehicle has no movement when the transmission is shifted to DRIVE or THIRD position, but there is normal operation when it is shifted to SECOND, FIRST or REVERSE position. Cause This condition may be caused by a damaged forward sprag assembly (642). Correction When inspecting the sprag, it is important to test the sprag for proper operation by holding the outer race (644) with one hand while rotating the input sun gear (640) with the other hand. The sun gear should rotate only in the counterclockwise direction with the input sun gear facing upward. If the sprag rotates in both directions or will not rotate in either direction, the sprag elements should be inspected by removing one of the sprag assembly retaining rings (643). Refer to SI Unit Repair section for forward clutch sprag disassembly procedures. If the sprag is found to be damaged, make repairs to the transmission as necessary. A new forward roller clutch sprag assembly is now available from GMSPO. Diagram Information and Instructions Starter Motor: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 1322 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 6795 8. Install the three pieces of foam to the attaching bracket starting at the top center inside the bracket and proceed down across the fuel lines, then at the inside of the bracket at the left and right positions of the center piece of foam. Finally, install the last two pieces of foam to the inside bracket at the left and right extended sides behind the retaining holes as shown above. 9. Reposition the radiator surge tank back onto the bracket and seat the two retaining tabs on the tank. 10. Drive the vehicle to verify that the noise is no longer present. Parts Information Order Adhesive Back Shim Stock from Kent Automotive at 1-888-YES-KENT or online at www.kent-automotive.com. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Service and Repair Fluid Transfer Tube: Service and Repair Oil Feed Pipes Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Remove the transaxle oil pan. 3. Remove the oil level control valve. Pull the valve straight down. Do not pry on the valve. 4. Remove the oil filter and oil filter O-ring seal. The seal may stay in the case when the filter is removed. Important: Do not score or damage the transaxle case when removing the filter neck seal. 5. Using a chisel, indent the top of filter neck seal to relax the press fit. 6. Remove the filter neck seal from the transaxle case. Page 6406 C208 I/P Harness To Body Harness Engine - Intake Manifold Inspection/Replacement Intake Manifold: Technical Service Bulletins Engine - Intake Manifold Inspection/Replacement INFORMATION Bulletin No.: 00-06-01-026C Date: February 03, 2010 Subject: Intake Manifold Inspection/Replacement After Severe Internal Engine Damage Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 00-06-01-026B (Section 06 - Engine). When replacing an engine due to internal damage, extreme care should be taken when transferring the intake manifold to the new Goodwrench service engine long block. Internal damage may result in the potential discharge of internal engine component debris in the intake manifold via broken pistons and/or bent, broken, or missing intake valves. After removing the intake manifold from the engine, the technician should carefully inspect all of the cylinder head intake ports to see if the valve heads are still present and not bent. Usually when the valve heads are missing or sufficiently bent, internal engine component debris will be present to varying degrees in the intake port of the cylinder head. If this debris is present in any of the cylinder head intake ports, the intake manifold should be replaced. This replacement is required due to the complex inlet runner and plenum configuration of most of the intake manifolds, making thorough and complete component cleaning difficult and nearly impossible to verify complete removal of debris. Re-installation of an intake manifold removed from an engine with deposits of internal engine component debris may result in the ingestion of any remaining debris into the new Goodwrench service engine. This may cause damage or potential failure of the new service engine. Disclaimer 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304). 2. Install the transmission side cover. Page 1772 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Page 7037 Second Design - Black Painted (DO NOT Lube) Hydraulic Assist Power Steering First Design - Bare Steel Tube (Lube OK) Second Design - Black Painted (DO NOT Lube) In the unlikely event that the source of the noise is identified as a second design shaft with black painted tube, it must be replaced. Correction 1 (Only for First Design - DO NOT USE FOR 2ND DESIGN) Lubricate the intermediate shaft with steering column shaft lubrication kit, P/N 26098237. 1. From inside the vehicle, remove the instrument panel insulator panel - left side panel to gain access to the intermediate shaft. 2. Remove the intermediate shaft to steering column attachment bolt. 3. Remove the intermediate shaft from the steering column. 4. Extend the intermediate shaft all the way. Using the intermediate shaft grease kit, P/N 26098237, inject the grease into the gap between the inner shaft and the outer shaft as you are collapsing the shaft. This will draw the grease into the shaft. 5. Cycle the shaft up and down several times to distribute the grease. Important Remove original thread locker material from the bolt and apply Loctite(R) 242 (or equivalent) to the threads of the bolt and reinstall intermediate shaft bolt. 6. Install the intermediate shaft to the column. Tighten - For electronic power steering, tighten the bolt to 49 Nm (36 lb ft). - For hydraulic power steering, tighten the bolt to 62 Nm (46 lb ft). Page 7780 Inflatable Restraint Steering Wheel Module Coil C1 Part 2 Page 6009 Application Table Part 3 Page 5125 Page 1060 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 5614 8. Remove the rear park brake cable retainer bolt (1). 9. Remove the rear park brake cable from the caliper park brake lever. 10. Lower the vehicle. 11. Remove the plastic retainer clip (3) from the stud. 12. Remove the park brake cable and pass-thru grommet (4) from the body and remove the cable from the vehicle. Installation Procedure Page 5444 3. Install the brake pad retainers (2) to the brake caliper bracket (3). 4. Install the brake pads (1) to the brake caliper bracket (3). 5. Install the brake caliper. 6. Tighten the upper control arm bolt. ^ Tighten the upper control arm bolt to 180 Nm (133 ft. lbs.). 7. Install the rear tire and wheel assembly. 8. Lower the vehicle. 9. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Page 6042 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 6109 C403 Body Harness To Rear Wheel Speed Sensor Harness Page 6882 8. Install the three pieces of foam to the attaching bracket starting at the top center inside the bracket and proceed down across the fuel lines, then at the inside of the bracket at the left and right positions of the center piece of foam. Finally, install the last two pieces of foam to the inside bracket at the left and right extended sides behind the retaining holes as shown above. 9. Reposition the radiator surge tank back onto the bracket and seat the two retaining tabs on the tank. 10. Drive the vehicle to verify that the noise is no longer present. Parts Information Order Adhesive Back Shim Stock from Kent Automotive at 1-888-YES-KENT or online at www.kent-automotive.com. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 8080 5. Disengage the fuel feed line from the retaining features built into the fuel tank. 6. Using the J 45722 tool and a long breaker-bar, unlock the fuel sender lock ring. 7. Remove the sender unit and check for possible interference between the internal vent tube and the sender float arm. 8. Take the sender vent line and turn it around to the side of the fuel tank sender. Make sure to rotate the vapor line to the spring guide bar. Important Cut off ANY excess tie strap. Make sure material doesn't fall into the fuel tank. 9. Add tie strap, GM P/N 12337820 (note that this is a fuel compatible material), to prevent the vapor line from rotating forward and allowing the pipe to interfere with the fuel level float. 10. Install an O-ring seal, GM P/N 22682111, onto the fuel sender. 11. Install the fuel sender assembly into the fuel tank. 12. Using the J 45722, install the fuel sender lock ring. Turn the fuel sender lock ring in a clockwise direction. 13. Turn the lock ring until the ring seats on the second detent. 14. Engage the fuel feed line to the retaining features built into the fuel tank. 15. Connect the EVAP vapor line quick connect fittings. Refer to Plastic Collar Quick Connect Fitting Service in SI. 16. Connect the fuel pressure sensor and sender electrical connections. 17. Install the fuel tank. Refer to Fuel Tank Replacement in SI. Page 671 Body Control Module: Application and ID Location View Application Table Part 1 Page 4231 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Description and Operation Seat Belt Tensioner: Description and Operation INFLATABLE RESTRAINT SEAT BELT PRETENSIONER The seat belt pretensioner modules contain a housing, a seat belt retractor, the seat belt webbing, an initiating device, and a canister of gas generating material. The initiator is part of the seat belt pretensioner deployment loop. When the vehicle is involved in a collision of sufficient force, the SDM will cause current to flow through the deployment loops to the initiator. Current passing through the initiator ignites the material in the canister producing a rapid generation of gas and the release of compressed gas, if present. The gas produced from this reaction deploys the seat belt pretensioner and retracts the seat belt webbing, which removes slack in the seat belt. Depending on the severity of the collision, the seat belt pretension may deploy without the frontal inflator modules deploying, or they will deploy immediately before the frontal inflator modules deploy. As soon as three distinct deployment commands (representing different events) have been issued to any belt pretensioner the SDM shall be considered to not be reusable. Each seat belt pretensioner is equipped with a shorting bar located on the connector of the pretensioner. The shorting bar shorts the seat belt pretensioner deployment loop circuitry to prevent unwanted deployment of the pretensioner when servicing the seat belt pretensioner. Page 4235 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 5368 9. Remove the 3 brake pedal assembly to instrument panel (I/P) carrier bolts. 10. Remove the adjustable brake pedal assembly from the vehicle. Installation Procedure Important: Ensure that the adjustable brake pedal and adjustable accelerator pedal are synchronized in the full rearward position. 1. Insert a #4 square drive tool into the adjustable brake pedal actuator assembly and turn until the adjustable brake pedal assembly moves fully rearward. 2. Install the adjustable brake pedal assembly to the vehicle. Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. 3. Install the 3 brake pedal assembly to I/P carrier bolts. Tighten Tighten the bolts to 25 Nm (18 lb ft). Page 1331 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. ABS Vacuum Brake Booster: Service and Repair ABS Vacuum Brake Booster Replacement (ABS) Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Removal Procedure Notice: Always connect or disconnect the wiring harness connector from the EBCM/EBTCM with the ignition switch in the OFF position. Failure to observe this precaution could result in damage to the EBCM/EBTCM. 1. Turn the ignition to the OFF position. 2. Raise and support the vehicle. 3. Remove the left front tire and wheel assembly. 4. Remove the 3 nuts that attach the electronic brake control module (EBCM)/brake pressure modulator valve (BPMV) bracket to the left front wheelhouse. 5. Lower the vehicle. 6. Disconnect the electrical connector from the EBCM. Page 1864 Fuse: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Page 1506 Fastener Tightening Specifications Page 7684 2. Connect both front end sensors connector to the front end sensor (1). 3. Connect both CPA's to each front end sensor connector. 4. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center (1). 5. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 6. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. Page 1742 5. Install the liquid line and compressor hose to the condenser. NOTE: Refer to Fastener Notice in Service Precautions. 6. Install the liquid line and compressor hose bolt to the condenser. Tighten Tighten the bolt to 20 N.m (15 lb ft). 7. Install the liquid line to the rail clip. IMPORTANT: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 8. Install the right radiator air deflector. 9. Install the right radiator air deflector retainers. 10. Install the right front fender liner. 11. Lower the vehicle. Page 7633 5. Start the engine and let run for one minute. Page 3872 Fuel Filler Cap: Description and Operation FUEL FILLER CAP NOTE: If a fuel tank filler cap requires replacement, use only a fuel tank filler cap with the same features. Failure to use the correct fuel tank filler cap can result in a serious malfunction of the fuel and EVAP system. The fuel fill pipe has a tethered fuel filler cap. A torque-limiting device prevents the cap from being over tightened. To install the cap, turn the cap clockwise until you hear audible clicks. This indicates that the cap is correctly torqued and fully seated. A built-in device indicates that the fuel filler cap is fully seated. A fuel filler cap that is not fully seated may cause a malfunction in the emission system. A/T - 4T65-E, No Reverse Hot/Slips in Reverse Channel Plate: All Technical Service Bulletins A/T - 4T65-E, No Reverse Hot/Slips in Reverse Bulletin No.: 04-07-30-033 Date: August 04, 2004 TECHNICAL Subject: No Reverse Hot, Transaxle Slips In Reverse When Hot, Bump In Reverse Hot (Retighten Valve Body Bolt (379) and Replace Channel Plate Gasket) Models: 2003-2004 Cars with 4T65-E Transaxle (RPO's MN3, MN7, M15 or M76) Condition Some customers may comment that the vehicle slips in reverse when hot, no reverse when hot, or they feel a bump when shifted into reverse when hot. Cause There are multiple possible causes. Listed below are some of the possible causes: ^ Low Transaxle fluid level. ^ Reverse Servo Cover snap ring out of retaining groove. ^ Reverse Servo Piston seal rolled or cut. ^ Channel Plate flatness out of specification. ^ Channel Plate alignment holes improper depth. ^ Valve Body bolt (379) incorrectly torqued. Correction Follow the procedure below for diagnostic tips and repair procedures. 1. Inspect the reverse cover retaining ring for proper seating/retention. ^ If the ring is incorrectly seated, reset the retaining ring. ^ If the retaining ring is properly seated, continue with the next step. 2. Perform a transaxle line pressure check in reverse. This will test the reverse servo piston seal for leaks. ^ If the line pressure test is out of specification, inspect/repair the reverse servo piston seal. Refer to: - Reverse Servo Replacement w/3.4L Engine SI Document ID # 1485540 - Reverse Servo Replacement w/3.8L Engine SI Document ID # 1485543 ^ If the line pressure test is within specification, continue with the next step. 3. Remove the transaxle side cover. Refer to the appropriate SI Document. Page 1834 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zones SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration below, to identify the specific zone or zones in Air Conditioning (A/C) Refrigerant Filter Replacement Refrigerant Filter: Service and Repair Air Conditioning (A/C) Refrigerant Filter Replacement AIR CONDITIONING (A/C) REFRIGERANT FILTER REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the surge tank from the surge tank bracket. 3. Remove the suction hose and liquid line nut from the thermal expansion valve (TXV). 4. Remove the suction hose and liquid line from the TXV. 5. Remove the line clip from the dash. 6. Remove the refrigerant filter from the line. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 7. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. Page 5316 13. Install the two bolts. Tighten Tighten the two bolts to 115 Nm (85 lb-ft). 14. Install the rear tire and wheel assembly. Install the wheel nuts. Tighten Tighten the wheel nuts to 140 Nm (103 lb-ft). 15. If necessary, perform Steps 3-14 on the other wheel bearing assembly. 16. Lower the vehicle. 17. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Page 11 Page 4947 Right Side Control Valve Body Assembly Control Valve Body Assembly Chart, Valve Springs and Bore Plugs Using GM Brake Clean, or equivalent, in a safe and clean environment (clean aluminum pan) clean the valve body and dry it with compressed air. Use appropriate eye protection. Clean individual valve body components with GM Brake Clean, or equivalent. Coat each valve with clean ATF and reassemble in each bore. Check each valve for free movement during assembly of each bore. Disclaimer Page 5430 Disclaimer Page 644 Body Control Module (BCM) C3 Part 4 Page 4415 Page 5602 7. Install the brake pipes to the master cylinder. ^ Tighten the brake pipe fittings at the master cylinder to 20 Nm (15 ft. lbs.). 8. Connect the electrical connector to the brake fluid level sensor. 9. Connect the vacuum brake booster check valve (1) to the vacuum brake booster grommet (4). 10. Bleed the hydraulic brake system. Page 4236 Page 1325 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 6289 Page 3699 Top Rear Of Engine Page 8464 5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D). 5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 5.4. Fit the connecting rail and end face. 5.5. Plug in the connector (A) and secure the cables with cable ties (B). 6. Install the floor console over the handbrake. Do not press the console down into place, but instead allow it to fit loosely. 7. Install the switch: 7.1. Install the switch for the roof lighting (B) and plug in its connector. 7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the hole for each respective unit. Plug in the window lift module's connector and install the module (A). Page 6310 Fuse Block - Rear C1 Part 2 Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: All Technical Service Bulletins Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 6416 C315 Video Screen Harness To DVD Jumper Harness Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 1838 12. Disconnect the roof rail module-left connector from the vehicle harness connector. 13. Remove the LH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Left connector (4). 15. Remove the SIS-Left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Left go to step 3. To enable the roof rail module-left go to step 7, and to enable the seat belt pretensioner-LF go to step 9. 3. Install the SIS-Left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Left connector (4). Page 5859 Air Temperature Sensor Replacement - Upper Discharge Air Temperature Sensor / Switch: Service and Repair Air Temperature Sensor Replacement - Upper AIR TEMPERATURE SENSOR REPLACEMENT - UPPER REMOVAL PROCEDURE 1. Remove the left closeout panel. 2. Remove the knee bolster. 3. Twist and pull the upper air temperature sensor from the upper right air outlet duct. 4. Remove the upper air temperature sensor wire harness connector. INSTALLATION PROCEDURE 1. Install the upper air temperature sensor wire harness. 2. Install the upper air temperature sensor. 3. Install the knee bolster. 4. Install the left closeout panel. Page 6510 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 8378 2. Connect the Techline Information System (TIS) terminal to the Tech2(R). 3. Scroll to the bottom of the Controller List, and select the "ONSA TIS2WEB Pass-Thru OnStar(R) Activation (Replaced/Upgraded Units Only)" option using the Service Programming System (SPS). Important: Do not use the clear DTC function. This will only temporarily turn the LED to green. 4. Upon completion of the OnStar(R) TIS2WEB step, disconnect the TIS terminal from the Tech2(R) and perform the VCIM/OnStar(R) Set-up Procedure using the Tech2(R). The set up procedure is located under the special function menu option. Important: Failure to perform the above steps will result in a red LED, DTC being set and limited or incomplete OnStar(R) services, and will require a customer return visit to the dealership. 5. The default language for the new VCIM will be English. To change to French or Spanish, access the special functions menu on the Tech 2(R), and follow the instructions accordingly. 7. Skip to the next step if the vehicle to be upgraded is not listed below: ^ 2002-2004 Cadillac DeVille ^ 2002-2004 Cadillac Seville ^ 2005 Cadillac STS Set up the Dash Integration Module (DIM) using the following procedure: 1. On the Tech2(R) select the correct Year, Make and Model. 2. Enter Dash Integration Module (DIM) > Special Functions > Set Options > Misc. Options 1 > and turn off phone (if the vehicle does not have the UV8 option). 3. Enter Nav Radio Present and set to "No Nav" (if the vehicle does not have a navigation radio). 4. Turn the ignition off and open the door to turn off the RAP. 5. Turn the ignition on and enter the Vehicle Comm. Interface Module > Special Functions > Set Up OnStar /VCIM. 6. When prompted select "No Phone" (if the vehicle does not have the UV8 phone) and "No Nav" (if the vehicle does not have a navigation radio). 7. Turn the ignition off and open the door to turn off the RAP. Important: OnStar(R) Emergency Services are immediately available after these steps, however, full configuration, including activation of Hands-Free Calling, may take up to 24 hours to complete. Processing the Module Exchange Processing the Module Exchange For this program, submitting a credit request for the removed OnStar(R) VCIM (the core) will be performed through a website. When this process is followed, the removed Analog / Digital-Ready VCIM, in most cases, will not be mailed back to the distributor, but can be scrapped by the dealership. U.S. Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto www.autocraft.com. 3. Select Account Maintenance. 4. Select Outstanding Cores. Page 5366 3. Install the 2 brake pedal assembly to cowl mounting nuts. Tighten Tighten the nuts to 15 Nm (11 lb ft). 4. Connect the brake pedal pushrod retaining clip (1) the wave washers (2) and the brake booster pushrod (3) to the brake pedal pin (4). 5. Install the steering column assembly to the vehicle. 6. Install the electrical connector to the brake apply sensor. 7. Install the closeout panel. 8. Install the knee bolster. 9. Calibrate the brake pedal position sensor. Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's Fuel Gauge Sender: All Technical Service Bulletins Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's TECHNICAL Bulletin No.: 09-06-04-007A Date: April 06, 2009 Subject: Fuel Gauge Does Not Read Correctly, Fuel Gauge Stuck, Check Engine Light On, DTC P0455, P0461 Set (Reposition Fuel Vapor Line) Models: 2004-2007 Chevrolet Malibu/Maxx 2008 Chevrolet Malibu (Classic) 2008-2009 Chevrolet Malibu 2005-2009 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to add DTC P0455 and update the Subject and Condition. Please discard Corporate Bulletin Number 09-06-04-007 (06 - Engine - Engine Controls). Condition Some customers may comment on the following conditions: - The fuel gauge does not rise above the 3/4 mark after a fill up or the fuel gauge appears "stuck". - An illumination of the check engine light. - On rare occasions, the fuel gauge does not read the correct level which may result in a no start condition due to a low fuel level. Upon further investigation, the technician may find DTC P0455/P0461 Fuel Level Sensor Circuit Performance stored in the ECM/PCM Cause This condition may be caused by a fuel vapor vent line (that is internal to the fuel tank) interfering with the travel of the fuel level sensor float arm. Correction 1. Verify the customer concern. 2. Remove the fuel tank. Refer to Fuel Tank Replacement in SI. 3. Disconnect the fuel pressure sensor and sender electrical connections. 4. Disconnect the evaporative emission (EVAP) vapor line quick connect fittings (1, 2). Page 6752 9. Remove the L/H and R/H coil springs. 10. Remove and discard the torque prevailing nut. 11. Remove the tilt lever, thrust washer, bolt retainer, spacer, cam follower and the follower release. 12. Leave two tilt teeth and lever detent in assembled position. If the components are removed, follow the instructions for reassembly. Installation Procedure Important: You MUST properly install the teeth into the upper column bracket to prevent steering column movement in the event of a collision. Page 2324 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Page 4351 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Remove the automatic transaxle control assembly. 2. Disconnect the Shift Lock Control Solenoid connector from the solenoid. 3. Using a flat-blade screwdriver or similar tool pry the solenoid off of the ball-sockets on the solenoid plunger and solenoid body. 4. Remove the shift lock control solenoid. Installation Procedure Page 3021 Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains two individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The PCM provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors provide the PCM with signal voltage proportional to the pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied. Page 5234 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 6529 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 3554 Body Control Module - C4 Part 2 Page 6212 Some customers may comment on one of the effects and/or driver notifications shown. Not all of the effects or driver notifications listed above have been experienced. However, the different effects and driver notifications may be caused by one of the wires in the body harness being chafed or cut. Components on different lines in the list above are in different circuits. Due to the cause of the condition, and the positions of the wires in the body harness, it is unlikely that more than one circuit will be affected by the condition. Cause The condition may be caused by one of the wires in the body harness being chafed or cut on a sheet metal edge in the trunk just forward of the rear fuse block. Correction Repair the affected wire. Inspect other wires in the bundle for chafes and repair if needed. Refer to Wire Repair in the Wiring System sub-section of the Service Manual. Cover the sheet metal edges adjacent to the wires with conduit, a split piece of vacuum hose, tape or other suitable material to prevent the wiring from chaffing through again. Warranty Information Page 3611 Steps 16 - 18 Page 2188 Engine Block Heater: Service and Repair Heater Cord Coolant Heater Cord Replacement (LX9) Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the engine coolant heater cord from the engine coolant heater. 3. Remove the engine coolant heater cord straps. 4. Disconnect the upper engine coolant heater cord from the diagonal brace strap. 5. Remove the engine coolant heater cord. Installation Procedure 1. Install the engine coolant heater cord. 2. Connect the engine coolant heater cord to the engine coolant heater. 3. Lower the vehicle. Page 5853 Page 8421 2007 Model Year Vehicles and Newer all have Digital OnStar(R) Modules. Part 1 OnStar(R) Description and Operation This OnStar(R) digital system consists of the following components: ^ Vehicle Communication Interface Module (VCIM) ^ OnStar(R) button assembly ^ Microphone ^ Cellular antenna ^ Navigation antenna Note This system also interfaces with the factory installed vehicle audio system. Vehicle Communication Interface Module (VCIM) The vehicle communication interface module (VCIM) is a cellular device that allows the user to communicate data and voice signals over the national cellular network. Power is provided by a dedicated, fused B+ circuit. Ground is provided through the vehicle wiring harness attached to the module. The ignition state is determined by the VCIM through serial data messaging. Dedicated circuits are used to connect the VCIM to a microphone, the button assembly, and to command the status LED. The VCIM communicates with the rest of the vehicle modules using the serial data bus. The module houses 2 technology systems, one to process GPS data, and another for cellular information. The cellular system connects the OnStar(R) system to the cellular carrier's communication system by interacting with the national cellular infrastructure. The module sends and receives all cellular communications over the cellular antenna and cellular antenna coax. GPS satellites orbiting earth are constantly transmitting signals of their current location. The OnStar(R) system uses the GPS signals to provide location on demand. The module also has the capability of activating the horn, initiating door lock/unlock, or activating the exterior lamps using the serial data circuits. These functions can be commanded by the OnStar(R) Call Center per: a customer request. OnStar(R) Button Assembly The OnStar(R) button assembly may be part of the rearview mirror, or a separate, stand alone unit. The button assembly is comprised of 3 buttons and a status LED. The buttons are defined as follows: ^ The answer/end call button, which is black with a white phone icon, allows the user to answer and end calls or initiate speech recognition. ^ The blue OnStar(R) call center button, which displays the OnStar(R) logo, allows the user to connect to the OnStar(R) call center. ^ The emergency button, which displays a white cross with a red background, sends a high priority emergency call to the OnStar(R) call center when pressed. The VCIM supplies 10 volts to the OnStar(R) button assembly on the keypad supply voltage circuit. When pressed, each button completes a circuit across a resistor allowing a specific voltage to be returned to the VCIM on the keypad signal circuit. Depending upon the voltage range returned the VCIM is able to identify which button has been pressed. The OnStar(R) status LED is located with the button assembly. The LED is green when the system is ON and operating normally. When the status LED is green and flashing, it is an indication that a call is in progress. When the LED is red, this indicates a system malfunction is present. In the event there is a system malfunction and the OnStar(R) system is still able to make a call, the LED will flash red during the call. If the LED does not illuminate, this may indicate that the customers OnStar(R) subscription is not active or has expired. Push the blue OnStar button to connect to an advisor who can then verify the account status. Each LED is controlled by the VCIM over dedicated LED signal circuits. Ground for the LED is provided by the wiring harness attached to the button assembly. Page 5969 Application Table Part 2 Page 3448 Oxygen Sensor: Diagrams Heated Oxyged Sensor (HO2S)Bank 1 Sensor 1 Page 631 Body Control Module (BCM) C1 Part 2 Page 5393 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 5268 Page 7598 4. Install the J 44551-5 (3) over the end of the suction hose and the suction screen (2). IMPORTANT: Correct placement of the J 44551-5 is critical. 5. Tighten the forcing screw of the J 44551-5. The suction screen is fully installed when the screen is flush with the end of the suction hose fitting. 6. Remove the J 44551-5 from the suction hose. 7. Install the J 44551-1 Suction Screen Notification Label. Page 6457 C500 Body Harness To Left Front Door Harness Part 1 Page 1607 Disclaimer Page 3218 Body Control Module - C2 Part 3 Page 2089 5. Install the axle nut to the wheel drive shaft, hand tighten the wheel drive shaft nut. 6. Install the brake rotor. 7. Install the wheel drive shaft nut to the wheel drive shaft. 8. Use a screw driver or similar tool to stop the rotation of the brake rotor. ^ Tighten the wheel drive shaft nut to 215 Nm (159 ft. lbs.). 9. Install the tire and wheel assemblies. Page 3671 Back Side Of Engine Page 292 2. Connect the Techline Information System (TIS) terminal to the Tech2(R). 3. Scroll to the bottom of the Controller List, and select the "ONSA TIS2WEB Pass-Thru OnStar(R) Activation (Replaced/Upgraded Units Only)" option using the Service Programming System (SPS). Important: Do not use the clear DTC function. This will only temporarily turn the LED to green. 4. Upon completion of the OnStar(R) TIS2WEB step, disconnect the TIS terminal from the Tech2(R) and perform the VCIM/OnStar(R) Set-up Procedure using the Tech2(R). The set up procedure is located under the special function menu option. Important: Failure to perform the above steps will result in a red LED, DTC being set and limited or incomplete OnStar(R) services, and will require a customer return visit to the dealership. 5. The default language for the new VCIM will be English. To change to French or Spanish, access the special functions menu on the Tech 2(R), and follow the instructions accordingly. 7. Skip to the next step if the vehicle to be upgraded is not listed below: ^ 2002-2004 Cadillac DeVille ^ 2002-2004 Cadillac Seville ^ 2005 Cadillac STS Set up the Dash Integration Module (DIM) using the following procedure: 1. On the Tech2(R) select the correct Year, Make and Model. 2. Enter Dash Integration Module (DIM) > Special Functions > Set Options > Misc. Options 1 > and turn off phone (if the vehicle does not have the UV8 option). 3. Enter Nav Radio Present and set to "No Nav" (if the vehicle does not have a navigation radio). 4. Turn the ignition off and open the door to turn off the RAP. 5. Turn the ignition on and enter the Vehicle Comm. Interface Module > Special Functions > Set Up OnStar /VCIM. 6. When prompted select "No Phone" (if the vehicle does not have the UV8 phone) and "No Nav" (if the vehicle does not have a navigation radio). 7. Turn the ignition off and open the door to turn off the RAP. Important: OnStar(R) Emergency Services are immediately available after these steps, however, full configuration, including activation of Hands-Free Calling, may take up to 24 hours to complete. Processing the Module Exchange Processing the Module Exchange For this program, submitting a credit request for the removed OnStar(R) VCIM (the core) will be performed through a website. When this process is followed, the removed Analog / Digital-Ready VCIM, in most cases, will not be mailed back to the distributor, but can be scrapped by the dealership. U.S. Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto www.autocraft.com. 3. Select Account Maintenance. 4. Select Outstanding Cores. Page 659 Body Control Module - C2 Part 4 Page 1553 Disclaimer Page 3705 Heated Oxyged Sensor (HO2S) Bank 2 Sensor 2 Brakes - Creaking Noise On Slow Speed Braking Brake Caliper: All Technical Service Bulletins Brakes - Creaking Noise On Slow Speed Braking File In Section: 05 - Brakes Bulletin No.: 04-05-23-004 Date: September, 2004 TECHNICAL Subject: Brake Noise/Creak During Slow Speed Braking (Lubricate Brake Caliper) Models: 1999-2003 Chevrolet Malibu 2004 Chevrolet Malibu Classic 1999-2004 Oldsmobile Alero 1999-2004 Pontiac Grand Am Condition Some customers may comment on a creak type noise occurring when applying the brakes. It is usually heard only during slow speed brake maneuvers. If this condition exists, it should be able to be duplicated when the vehicle is not moving by depressing the brake and listening for the noise from the wheel-well/caliper area. Cause This condition may be caused by a caliper piston to seal interface issue during brake apply. If the caliper is removed and the piston is pushed back, the noise may be eliminated. This is usually only a temporary fix. Correction DO NOT REPLACE CALIPER. To repair this condition, lubricate the entire circumference of the seal at the caliper piston interface using kluber Fluid and the following procedure: 1. Remove the wheel and reinstall two lug nuts. This will hold the rotor to the bearing surface so debris does not fall between the surfaces and cause lateral runout (LRO). 2. Remove the bottom bolt from the caliper assembly without disturbing the hydraulic system. 3. Swing the caliper assembly up so the caliper assembly is facing upward. 4. Thoroughly clean the piston boot with GM approved Brake Clean. Pay particular attention to the area where the boot interfaces with the piston. 5. Using compressed air, dry the piston/boot area. Page 6000 Fuse Block - Underhood C2 Part 6 Page 1158 Knock Sensor: Description and Operation KNOCK SENSOR (KS) SYSTEM DESCRIPTION PURPOSE The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. SENSOR DESCRIPTION This KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 1303 Air Temp Sensor - Lower Air Temp Sensor - Lower Page 7393 Blower Motor Resistor Page 3038 Crankshaft Position (CKP) Sensor Fuse Block - Rear Label Fuse Block: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Description and Operation Cabin Temperature Sensor / Switch: Description and Operation AIR TEMPERATURE Air Temperature Sensors The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors: Ambient - Inside - Upper duct air temperature sensor - Lower duct air temperature sensor A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor signal decreases as the resistance decreases. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts. The inside air temperature sensor is located within the HVAC control module. Replacement of this sensor involves the replacement of the HVAC control module. The inside air temperature sensor operates within a temperature range between -40 to +185°C (-40 to +365°F). If the sensor is shorted to ground, voltage, or an open, the system will operate using an estimated default value to allow the system to operate. The ambient temperature sensor operates within a temperature range between -40 to +87.5°C (-40 to +189.5°F). The sensor signal is read by the BCM, scaled appropriately and transmitted to the HVAC Control Module through the Low Speed bus.If the sensor is shorted to ground, voltage, or an open, the system will operate using a signal scaled appropriately to allow the system to operate. The duct temperature sensor temperature response is different from the ambient and inside sensors. A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases the sensor resistance decreases. The sensor operates within a temperature range between -40 to +80°C (-40 to +176°F). Page 1734 19. Install the compressor hose bracket bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 20. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 21. Leak test the fitting using the J 39400-A. Page 3244 Steps 4-5 Page 6949 4. Install the lower control arm front bushing to frame bolt. Hand tighten only. Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. 5. Install the lower control arm rear bushing to frame bolts and nuts. Tighten 1. Tighten the ball stud to steering knuckle pinch nut to 50 Nm (37 lb ft). - Reverse the nut 3/4 of a turn. - Tighten to 50 Nm (37 lb ft) +60 degrees. 2. Tighten the bolts with the front suspension loaded by using the proper jackstand. 3. Tighten the front bushing to frame bolt to 50 Nm (37 lb ft) plus 90 degrees. 4. Tighten the rear bushing to frame bolts to 50 Nm (37 lb ft) plus 90 degrees. 6. equipped with a LX9 engine, perform one of the following steps: - the right lower control arm was removed, install the engine mount. - If the left lower control arm was removed, install the side transmission mount. 7. Install the tire and wheel. 8. Lower the vehicle. Lower Control Arm Bushings Replacement Lower Control Arm Bushings Replacement Removal Procedure 1. Raise and support the vehicle. Page 4196 Page 2061 Disclaimer Page 7865 5. Install the RH door trim panel (2). 6. Connect the roof rail module-right connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-right connector. 8. Install the garnish molding to the upper lock pillar. 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. Page 3224 Body Control Module - C3 Part 3 Page 5616 7. Install the plastic retainer clips (1) to the body. 8. Install the tire and wheel assembly. 9. Lower the vehicle. 10. Install the right rear park brake cable (1) or the left rear park brake cable (2) to the console park brake bracket (5) and the front park brake cable equalizer (6). 11. Install the rear carpet. 12. Install the floor console. 12. Cycle the park brake pedal 4 times. Page 5716 7. Install the transaxle range switch lever and nut. Tighten the transaxle range switch lever retaining nut to 35 Nm (26 ft. lbs.). Important: After adjusting the switch, verify the engine only starts in Park or Neutral. If the engine starts in any other position, adjust the switch. 8. Connect the transaxle range switch electrical connectors. 9. Install the shift control cable to transaxle range switch lever and verify proper operation. 10. Install the shift control cable to transaxle range switch lever and verify proper operation. Installation Procedure (New Switch) 1. Make sure the transaxle manual shaft is in the Neutral position. 2. Align the flats on the transaxle shift shaft with the flats on the transaxle range switch and install the switch. Notice: Refer to Fastener Notice in Service Precautions. Page 342 ^ SP303 The following modules, components, and splice pack are connected to the star portion of the class 2 serial data circuit: ^ SP300 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Memory seat module (MSM) ^ Left rear door module (LRDM) AND ^ SP303 ^ Antenna module ^ Front passenger door module (FPDM) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ Vehicle communication interface module (VCIM). Refer to Data Communication Schematics and Data Link Communications Description and Operation in SI. Part 2 Conditions for Running the DTC Voltage supplied to the module is in the normal operating voltage range of 9 - 16 volts. DTCs B1327, B1328, U1300, U1301, U1305 are not set as current. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A message containing a critical operating parameter has not been received within the last 5 seconds after establishing class 2 serial data communication. Action Taken When the DTC Sets The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When a malfunction such as an open fuse to a module occurs while modules are communicating, a DTC U1001-1254 Loss of XXX Communications is set current. When the modules stop communicating the current DTC U1001-1254 Loss of XXX Communications is cleared but the history DTC remains. When the modules begin to communicate again, the module with the open fuse will not be learned by the other modules so U1000 or U1255 is set current by the other modules. If the malfunction occurs when the modules are not communicating, only U1000 or U1255 is set. Page 6262 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 4475 The first phase also machined a case chamfer leading into the pump bore (2). The chamfer is designed to help eliminate possible 0-ring seal damage during pump installation. Phase two modified the case casting and the chamfer into the pump bore. The casting change left additional material in the surrounding pump bore to allow deeper bore machining in order to create the necessary sealing surface for a new pump seal design. The leading surface into the pump bore was also machined with a modified chamfer (1). Page 2923 Ignition Control Module: Service and Repair IGNITION CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Note the position of the spark plug wires for the installation and disconnect the spark plug wires from the ignition coil and module assembly. 2. Remove the 4 screws securing the ignition coil and module assembly to the bracket. 3. Remove the ignition coil and module assembly. INSTALLATION PROCEDURE 1. Install the ignition coil and module assembly to the bracket. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ignition coil and module assembly screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 3. Connect the spark plug wires as noted during the removal. Page 7021 13. Connect the intermediate steering shaft to the steering gear. Locate the shaft as previously noted. 14. Install the Intermediate steering shaft pinch bolt. Tighten the bolt to 49 N.m (36 lb ft). 15. Connect the lower radiator support bracket to frame bolts using the alignment feature. Tighten the radiator support bracket bolts to 60 N.m (44 lb ft). 16. Install the engine splash shields. 17. Install the front wheels. 18. Lower the vehicle. 19. Remove the radiator and condenser support. Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove tine engine oil pressure switch Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. ^ Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 287 2. Click on the Analog-to-Digital Program link to start the ordering process. 3. To order a kit, you will need the information shown above. 4. After submitting the order, the "Terms and Conditions of Your OnStar(R) Service" page will display. This is your confirmation that the upgrade kit order has been created. U.S. Dealers will also receive an e-mail from Autocraft within several hours of ordering an upgrade kit (Canadian Dealers will receive an e-mail from MASS Electronics). 5. Print the "Terms and Conditions of Your OnStar(R) Service" page, and have the customer sign a copy. 6. A copy of this form should be stapled to the customer's copy of the Repair Order and one copy should be retained in the customer service folder. 7. If the kit you ordered is available, you will receive the upgrade kit within 4 business days of entering your order through the OnStar(R) Online Enrollment webpage. 8. To check on kit availability or the status of your order, U.S. Dealers can log onto the distributor's website at www.autocraft.com. Canadian dealers can call MASS Electronics at 877-410-6277. Upgrade Kit Installation 1. Skip to the next step if the vehicle to be upgraded is not shown above. Page 4135 Knock Sensor: Description and Operation KNOCK SENSOR (KS) SYSTEM DESCRIPTION PURPOSE The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. SENSOR DESCRIPTION This KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Disconnect/Connect Procedure Negative: Service and Repair Disconnect/Connect Procedure BATTERY NEGATIVE CABLE DISCONNECT/CONNECT PROCEDURE REMOVAL PROCEDURE CAUTION: Refer to SIR Caution in Service Precautions. - Refer to Battery Disconnect Caution in Service Precautions. 1. Record all of the vehicle preset radio stations. 2. Turn OFF all the lamps and the accessories. 3. Make sure the ignition switch is in the OFF position. 4. Disconnect the battery negative cable from the battery. 5. Remove the battery tray cover. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. IMPORTANT: Clean any existing oxidation from the contact face of the battery terminal and battery cable using a wire brush before installing the battery cable to the battery terminal. 1. Connect the battery negative cable to the battery. Tighten Tighten the bolt to 17 N.m (13 lb ft). 2. Reset the radio stations and the clock. Page 5470 9. Pivot the brake caliper upward from the caliper bracket and support the caliper out of the way with heavy mechanic's wire or equivalent; ensure that there is no tension on the hydraulic brake flexible hose. Do NOT disconnect the hydraulic brake flexible hose from the caliper. 10. Remove the brake pads (1) from the brake caliper mounting bracket (3). 11. Remove and the brake pad retainers (2) from the brake caliper mounting bracket (3). Installation Procedure 1. Inspect the following brake components for damage and corrosion: ^ Brake caliper guide pin bolts ^ Brake caliper guide pins ^ Brake caliper guide pin bushing ^ Brake caliper bracket boots ^ Brake caliper bracket 2. Do not attempt to clean away any corrosion. If damaged or corroded replace the necessary components. 3. Inspect the brake caliper piston boot for deterioration, replace if damaged. 4. Use a piston installation tool in order to twist the brake caliper piston into the brake caliper bore. Page 2318 Engine Oil Dip Stick - Dip Stick Tube: Service and Repair Oil Level Indicator and Tube Replacement Removal Procedure 1. Remove the spark plug wire from the number 6 cylinder spark plug. 2. Remove the oil level indicator. 3. Remove the oil level indicator tube bracket bolt. 4. Remove the oil level indicator tube. Installation Procedure 1. Clean the oil level indicator tube. 2. Apply sealant around the oil level indicator tube 12.7 mm (0.50 inch) below the bead. Use sealant GM P/N 12346286 (Canadian P/N 10953472) or the equivalent. 3. Install the oil level indicator tube into the engine block. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the oil level indicator tube bracket bolt. ^ Tighten the bolt to 25 Nm (18 ft. lbs.). 5. Install the oil level indicator. 6. Install the spark plug wire to the number 6 cylinder spark plug. Service and Repair Engine Accessory Bracket: Service and Repair CONSOLE AND MOUNTING BRACKET REPLACE - OVERHEAD REMOVAL PROCEDURE 1. Remove the overhead console. 2. Remove the overhead console bezel. 3. Remove the overhead mounting bracket from the headliner opening. 4. Disconnect the electrical connectors. INSTALLATION PROCEDURE 1. Connect the electrical connectors. 2. Install the overhead mounting bracket to the headliner opening. Page 4561 interchangeable. Important: The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play cannot be obtained). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 1007 Cargo Lamp Switch (Extended Sedan) Page 2030 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information BULLETIN CANCELLATION NOTIFICATION Steering Shaft: All Technical Service Bulletins BULLETIN CANCELLATION NOTIFICATION INFORMATION Bulletin No.: 08-02-34-001A Date: April 06, 2009 Subject: Servicing Intermediate Steering Shafts - DO NOT Grease Painted I-Shafts Models: 2004-2009 Chevrolet Malibu 2005-2009 Pontiac G6 2007-2009 Saturn Aura Supercede: This bulletin is being canceled. Please discard Corporate Bulletin Number 08-02-34-001 (Section 02 - Steering). This bulletin is being canceled. Please refer to Corporate Bulletin 06-02-32-007E for additional information. Disclaimer Page 7328 1. Install the right hand side window defogger duct. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the right hand side window defogger duct screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 3. Install the I/P assembly. Defroster Duct - Windshield DEFROSTER DUCT REPLACEMENT - WINDSHIELD REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) pad. 2. Press on the 2 tabs of the windshield defroster duct. 3. Remove the windshield defroster duct. INSTALLATION PROCEDURE CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure CKP SYSTEM VARIATION LEARN PROCEDURE 1. Install a scan tool. 2. Monitor the powertrain control module (PCM) for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 3. Select the crankshaft position variation learn procedure with a scan tool. 4. The scan tool instructs you to perform the following: 4.1. Accelerate to wide open throttle (WOT). 4.2. Observe fuel cut-off for applicable engine. 4.3. Release throttle when fuel cut-off occurs. 4.4. Engine should not accelerate beyond calibrated RPM value. 4.5. Release throttle immediately if value is exceeded. 4.6. Block drive wheels. 4.7. Set parking brake. 4.8. DO NOT apply brake pedal. 4.9. Cycle ignition from OFF to ON. 4.10. Apply and hold brake pedal. 4.11. Start and idle engine. 4.12. Turn the A/C OFF. Vehicle must remain in Park or Neutral. The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: Crankshaft position (CKP) sensors activity-If there is a CKP sensor condition, refer to the applicable DTC. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 5. Enable the CKP system variation learn procedure with the scan tool and perform the following: IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. - Accelerate to WOT. - Release throttle when fuel cut-off occurs. 6. The scan tool displays Learn Status: Learned this ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 7. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether or not DTC P0315 is set: An engine replacement - A PCM replacement - A harmonic balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. Page 2800 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 6321 Fuse Block - Rear C4 Part 1 Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 208 2. Skip to the next step if the vehicle to be upgraded is not shown above. 3. Skip to the next step if the vehicle to be upgraded is not a 2005 Cadillac STS. The 2005 Cadillac STS kit may include a new inside rearview (ISRV) mirror assembly and a new ISRV mirror wiring cover. If the kit you receive includes these parts, please remove the existing ISRV mirror and wire cover from the vehicle and install the ones provided in the kit per the instructions in SI. 4. Skip this step if the vehicle to be upgraded is not listed below. ^ 2003-2004 Saturn L-Series ^ 2003 Saturn ION ^ 2002-2003 Saturn VUE 1. Locate and remove the Right Audio output signal terminal 7 from Connector C2 at the Vehicle Communication Interface Module (VCIM). 2. Remove the terminal end and strip the wire. 3. Locate the Left Audio output signal wire from terminal 1 in Connector C2. 4. Splice the Right Audio output signal wire from terminal 7 with the Left Audio output signal wire from terminal 1. 5. See Wiring Repairs in SI for approved splicing methods. Brake Caliper Bracket Replacement Brake Caliper: Service and Repair Brake Caliper Bracket Replacement Front Brake Caliper Bracket Replacement- Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. 1. Remove the brake caliper from the brake caliper mounting bracket and support the brake caliper with heavy mechanic's wire (1) or equivalent. Do NOT disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the brake pads (2) from the brake caliper bracket. 3. Remove the brake pad retainers (2) from the brake caliper bracket. 4. If reusing the bracket, thoroughly clean the pad hardware mating surfaces (1) of the caliper bracket, of any debris and corrosion. 5. Inspect the disc brake pad retainers (2) for the following: ^ Bent mounting tabs ^ Excessive corrosion ^ Looseness at the brake caliper mounting bracket ^ Looseness at the disc brake pads 6. If any of the conditions listed are found, the disc brake pad retainers require replacement. Page 34 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 4771 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 4767 Brake Switch - TCC: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Air Temperature Sensor Replacement - Upper Discharge Air Temperature Sensor / Switch: Service and Repair Air Temperature Sensor Replacement - Upper AIR TEMPERATURE SENSOR REPLACEMENT - UPPER REMOVAL PROCEDURE 1. Remove the left closeout panel. 2. Remove the knee bolster. 3. Twist and pull the upper air temperature sensor from the upper right air outlet duct. 4. Remove the upper air temperature sensor wire harness connector. INSTALLATION PROCEDURE 1. Install the upper air temperature sensor wire harness. 2. Install the upper air temperature sensor. 3. Install the knee bolster. 4. Install the left closeout panel. Page 3318 Steps 24 - 28 Page 7453 A/C Coupler O-ring: Service and Repair Sealing Washer Replacement SEALING WASHER REPLACEMENT REMOVAL PROCEDURE 1. Remove the seal washer from the A/C refrigerant component. IMPORTANT: Cap or tape the open A/C refrigerant components immediately to prevent system contamination. 2. Inspect the seal washer for signs of damage to help determine the root cause of the failure. 3. Inspect the A/C refrigerant components for damage or burrs. Repair if necessary. IMPORTANT: DO NOT reuse sealing washer. 4. Discard the sealing washer. INSTALLATION PROCEDURE IMPORTANT: Flat washer type seals do not require lubrication. 1. Inspect the new seal washer for any signs of cracks, cuts, or damage. Do not use a damaged seal washer. 2. Remove the cap or tape from the A/C refrigerant components. 3. Using a lint-free clean, dry cloth, clean the sealing surfaces of the A/C refrigerant components. 4. Carefully install the new seal washer onto the A/C refrigerant component. The washer must completely bottom against the surface of the fitting. IMPORTANT: After tightening the A/C components, there should be a slight sealing washer gap of approximately 1.2 mm (3/64 in) between the A/C line and the A/C component. Page 4946 Manual Transmission - M/T Operating Characteristics Manual Transmission/Transaxle: Technical Service Bulletins Manual Transmission - M/T Operating Characteristics INFORMATION Bulletin No.: 03-07-29-004G Date: December 15, 2010 Subject: Manual Transmission Operating Characteristics Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2009 and Prior Chevrolet and GMC Medium Duty Trucks 2006-2010 HUMMER H3 with Manual Transmission Supercede: This bulletin is being revised to add the 2011 model year and to add Cold Operation information. Please discard Corporate Bulletin Number 03-07-29-004F (Section 07 Transmission/Transaxle). Important Even though this bulletin attempts to cover operating characteristics of manual transmissions, it cannot be all inclusive. Be sure to compare any questionable concerns to a similar vehicle and if possible, with similar mileage. Even though many of the conditions are described as characteristics and may not be durability issues, GM may attempt to improve specific issues for customer satisfaction. The purpose of this bulletin is to assist in identifying characteristics of manual transmissions that repair attempts will not change. The following are explanations and examples of conditions that will generally occur in all manual transmissions. All noises will vary between transmissions due to build variation, type of transmission (usually the more heavy duty, the more noise), type of flywheel and clutch, level of insulation, etc. Basic Information Many transmission noises are created by the firing pulses of the engine. Each firing pulse creates a sudden change in angular acceleration at the crankshaft. These changes in speed can be reduced with clutch damper springs and dual mass flywheels. However, some speed variation will make it through to the transmission. This can create noise as the various gears will accel and decel against each other because of required clearances. Cold Operation Manual transmission operation will be affected by temperature because the transmission fluid will be thicker when cold. The thicker fluid will increase the amount of force needed to shift the transmission when cold. The likelihood of gear clash will also increase due to the greater time needed for the synchronizer assembly to perform its function. Therefore when the transmission is cold, or before it has reached operating temperature, quick, hard shifts should be avoided to prevent damage to the transmission. Gear Rattle Rattling or grinding (not to be confused with a missed shift type of grinding, also described as a combustion knock type of noise) type noises usually occur while operating the engine at low RPMs (lugging the engine). This can occur while accelerating from a stop (for example, a Corvette) or while operating at low RPMs while under a load (for example, Kodiak in a lower gear and at low engine speed). Vehicles equipped with a dual-mass flywheel (for example, a 3500 HD Sierra with the 6-speed manual and Duramax(R)) will have reduced noise levels as compared to vehicles without (for example, a 4500 Kodiak with the 6-speed manual and Duramax(R)). However, dual-mass flywheels do not eliminate all noise. Neutral Rattle There are often concerns of rattle while idling in neutral with the clutch engaged. This is related to the changes in angular acceleration described earlier. This is a light rattle, and once again, vehicles with dual mass flywheels will have reduced noise. If the engine is shut off while idling in neutral with the clutch engaged, the sudden stop of the engine will create a rapid change in angular acceleration that even dual mass flywheels cannot compensate. Because of the mass of all the components, this will create a noise. This type of noise should not be heard if the clutch is released (pedal pushed to the floor). Backlash Backlash noise is created when changing engine or driveline loading. This can occur when accelerating from a stop, coming to a stop, or applying and releasing the throttle (loading and unloading the driveline). This will vary based on vehicle type, build variations, driver input, vehicle loading, etc. and is created from the necessary clearance between all of the mating gears in the transmission, axle(s) and transfer case (if equipped). Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 2293 Drive Belt Tensioner: Service and Repair Drive Belt Tensioner Replacement Removal Procedure 1. Remove the drive belt. 2. Remove the drive belt tensioner bolt. 3. Remove the drive belt tensioner. Installation Procedure 1. Install the drive belt tensioner. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the drive belt tensioner bolt. ^ Tighten the bolt to 50 Nm (37 ft. lbs.). 3. Install the drive belt. Page 189 Important: Secure the wiring harness so that there is no risk of chafing or rattling. 6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement. 6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.4. Fold the rear seat backrest forward. 6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.6. Remove the A-pillar's lower side piece. 6.7. Open the cover on the right-hand wiring harness channels. 6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the right-hand A-pillar. 6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car. 6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector H2-11. Push in the optic cable and make sure the catch (B) locks and refit the locking strip (A). 6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C). Page 6704 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-LF go to step 7. To disable the roof rail module-left go to step 10 and for the side impact sensor (SIS)-Left go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-LF connector. 9. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. Page 1587 1. Install the spark plug wires to the spark plugs. Page 8175 switch lighting connector. 3.3. Undo the floor console's retaining bolts (C). 3.4. Take out the rear ashtray/cover (D). 3.5. Remove the screw (E) for the rear cover. 3.6. Remove the floor console's retaining nuts (E). 3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly. 3.8. If required, detach the switch for the rear seat heater and unplug the connector. 4. Remove the switch and the floor console: 4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the window lift module's connector. 4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console. 5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: 5.1. Unplug the SRS control module's connector (A). Page 6438 C207 I/P Harness To Body Harness Part 2 Page 3546 Body Control Module - C2 Part 4 Page 1193 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 2 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 1 SENSOR 2 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE IMPORTANT: The heated oxygen sensor (HO2S) 2 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust pipe. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen sensor (HO2S) 2 electrical connector. 3. Use the J 39194-B to remove the HO2S 2. INSTALLATION PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: A special anti-seize compound is used on the HO2S 2 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of the HO2S 2 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 2. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). Page 1159 Knock Sensor: Service and Repair KNOCK SENSOR (KS) REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Disconnect the knock sensor wiring harness electrical connector. 3. Remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the knock sensor. Tighten Tighten the knock sensors to 25 N.m (18 lb ft). 2. Connect the knock sensor wiring harness electrical connector. 3. Lower the vehicle. Steering - Power Steering Pump Replacement Tips Power Steering Motor: Technical Service Bulletins Steering - Power Steering Pump Replacement Tips INFORMATION Bulletin No.: 06-02-32-013B Date: August 07, 2009 Subject: Diagnostic Tips/Recommendations When Power Steering Pump Replacement is Necessary Models: 1997-2010 GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and update the information. Please discard Corporate Bulletin Number 06-02-32-013A (Section 02 - Steering). A recently completed analysis of returned power steering (PS) pumps that had been replaced for noise, no power assist, no or low pressure and leaking conditions has indicated a high number of "No Trouble Found" results. Corporate Bulletin Number 01-02-32-004 indicates that when attempting to repair a power steering concern, the steering system analyzer should be utilized to assist the technician in a successful diagnosis. Note- Saturn ASTRA does not utilize the Power Steering System Analyzer. In addition, extensive warranty analysis has shown that the following situations are all significant root causes of PS pump failures: - Improper pulley installation - Re-using the O-rings - Using fluid other than the OE-specified steering fluid - Failure to flush the PS system In order to help improve customer satisfaction and reduce comebacks, GM recommends the following tips for replacing a PS pump: 1. Low or no pressure from the PS pump may be the results of dirty or contaminated fluid, which could cause the pressure relief valve to stop functioning. Using the proper tools, flush and bleed the PS system. Any residual contaminants will result in pump failure. 2. When removing the pulley, use the proper special tools. Because the pulley alignment is critical, distorting the pulley may damage bearings on the new PS pump. Note Some new PS pumps may not include a new O-ring. Please refer to the appropriate Parts Catalog. Saturn retailers should refer to the appropriate model year Parts & Illustration Catalog for the vehicle. 3. Be sure to use only the new O-rings included with the PS pump. The new reservoir O-ring must be lubricated with OE-specific PS fluid prior to installation. Also make sure that the control valve O-ring is in its exact groove position and is NOT covering the pressure bypass hole. 4. Bleed the PS system according to the procedures/recommendations in SI. Following these procedures and using the correct tools and fluids should help ensure that the new PS pump operates properly. Skipping steps may cost you time and trouble later. Disclaimer Page 3849 Parts Information Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information - GM Saturn Canada and Saab Canada only Page 688 Body Control Module: Scan Tool Testing and Procedures Scan Tool Data Definitions SCAN TOOL DATA DEFINITIONS Accessory Relay Command: The scan tool displays the state of the accessory relay command. Battery Voltage Signal: The scan tool displays the vehicle voltage. Ignition Mode Switch: The scan tool displays the ignition switch voltage signal. This signal is derived from the ignition Off/Run/Crank circuit. Ignition Switch Accessory: The scan tool displays the state of the ignition switch accessory circuit. Ignition Switch Run/Crank: The scan tool displays the state of the ignition switch Run/Crank circuit. Key In Ignition Cylinder: The scan tool displays whether or not the key is in the ignition cylinder. Power Mode: The scan tool displays the vehicle power mode. Run Relay Command: The scan tool displays the state of the Run relay. Run Crank Relay Command: The scan tool displays the state of the Run Crank relay. Vehicle Control Systems Data (Extended Sedan) Keyless Entry Receiver: Service and Repair (Extended Sedan) REMOTE CONTROL DOOR LOCK RECEIVER REPLACEMENT (EXTENDED SEDAN) REMOVAL PROCEDURE 1. Remove the rear quarter lower trim panel. 2. Disconnect the electrical connectors from the receiver. 3. Remove the receiver from the vehicle. INSTALLATION PROCEDURE 1. Install the receiver to the vehicle. 2. Connect the electrical connectors to the receiver. 3. Install the rear quarter lower trim panel. Page 7965 Seat Belt Tensioner: Service and Repair Seat Belt Retractor Pretensioner Replacement - Front SEAT BELT RETRACTOR PRETENSIONER REPLACEMENT - FRONT REMOVAL PROCEDURE CAUTION: Refer to SIR Caution in Service Precautions. - In order to prevent accidental deployment and the risk of personal injury, do not dispose of an undeployed inflatable restraint seat belt pretensioner as normal shop waste. Undeployed seat belt pretensioners contain substances that could cause severe illness or personal injury if their sealed containers are damaged during disposal. Use the following deployment procedures to safely dispose of an undeployed seat belt pretensioner. Failure to observe the following disposal methods may be a violation of federal, state, or local laws. - When carrying an undeployed inflatable restraint seat belt pretensioner: Do not carry the seat belt pretensioner by the wires or connector. - Carry the seat belt pretensioner by the piston tube, keeping hands and fingers away from the cable. - Make sure the open end of the seat belt pretensioner piston tube points away from you and other people. - Do not cover the seat belt pretensioner piston tube opening with your hand. Failure to observe these guidelines may result in personal injury. 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 2 or to SIR Disabling and Enabling Zone 6. 2. Remove the lower garnish molding from the center pillar. 3. Remove the side trim cover from the front seat. 4. Remove the seat belt anchor from the front seat. 5. Remove the cover from the pretentioner retractor mounting nut. 6. Remove the mounting nut. 7. Remove the pretentioner retractor assembly from the vehicle. INSTALLATION PROCEDURE Page 1309 Page 5760 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 8229 OnStar(R) Microphone The OnStar(R), or cellular microphone, can be a part of the rearview mirror assembly, or on some vehicle lines, a separate, stand alone unit. In either case, the VCIM supplies approximately 10 volts to the microphone on the cellular microphone signal circuit, and voice data from the user is sent back to the VCIM over the same circuit. A cellular microphone low reference circuit or a drain wire provides a ground for the microphone. Cellular and GPS Antennas The vehicle will be equipped with one of the following types of antennas: ^ Separate, stand-alone cellular and navigation (GPS) antennas. ^ A combination cellular and navigation (GPS) antenna, which brings the functions of both into a single part. ^ A cellular, GPS, and digital radio receiver (DRR) antenna, which also incorporates the functionality of the DRR satellite antenna (XM). The cellular antenna is the component that allows the OnStar(R) system to send and receive data using electromagnetic waves by means of cellular technology. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The GPS antenna is used to collect the signals of the orbiting GPS satellites. Within the antenna is housed a low noise amplifier that allows for a more broad and precise reception of this data. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The cable also provides a path for DC current for powering the antenna. The OnStar(R) Call Center also has the capability of communicating with the vehicle during an OnStar(R) call to retrieve the latest GPS location and transmit it to the OnStar(R) Call Center. A history location of the last recorded position of the vehicle is stored in the module and marked as aged, for as long as the module power is not removed. Actual GPS location may take up to 10 minutes to register in the event of a loss of power. Audio System Interface When the OnStar(R) requires audio output, a serial data message is sent to the audio system to mute all radio functions and transmit OnStar(R) originated audio. The OnStar(R) audio is transmitted to the vehicle audio system by a dedicated signal circuit and a low reference circuit. The audio system will mute and an audible ring will be heard though the speakers if the vehicle receives a call with the radio ON. On some vehicles, the HVAC blower speed may be reduced when the OnStar(R) system is active to aid in reducing interior noise. When the system is no longer active, the blower speed will return to its previous setting. OnStar(R) Steering Wheel Controls Some vehicles may have a button on the steering wheel, that when pushed can engage the OnStar(R) system. The button may be a symbol of a face with sound waves, or may say MUTE, or be a symbol of a radio speaker with a slash through it. By engaging the OnStar(R) system with this feature, the user can interact with the system by use of voice commands. A complete list of these commands is supplied in the information provided to the customer. If the information is not available for reference, at any command prompt, the user can say "HELP" and the VCIM will return an audible list of available commands. The steering wheel controls consist of multiple momentary contact switches and a resistor network. The switches and resistor network are arranged so that each switch has a different resistance value. When a switch is pressed, a voltage drop occurs in the resistor network. This produces a specific voltage value unique to the switch selected, to be interpreted by the radio or the body control module (BCM). OnStar(R) Power Moding (DRX or Sleep Cycle) The OnStar(R) system uses a unique sleep cycle to allow the system to receive cellular calls while the ignition is in the OFF position and retained accessory power (RAP) mode has ended. A green status LED on the OnStar(R) keypad normally indicates an active OnStar(R) account. The OnStar(R) system will stay powered up after ignition off for an extended time in order to allow for remote services like door unlock, horn honk, light flash, etcetera to take place as requested by the customer. Power cycle (also referred to as DRX) times vary depending on the generation of the OnStar(R) system. Technicians may identify the OnStar(R) system generation by using a Tech 2 and following this menu path: (Body>VCIM>Module ID Information>Module Information 2) or by accessing www.onstarenrollment.com All Generation 6 digital systems are powered up continuously for 48 hours from ignition OFF. After 48 hours, the Generation 6 systems will enter a 9 minute OFF, 1 minute ON power cycle for an additional 72 hours. At the beginning and end of the 1 minute ON stage, you may or may not experience a short spike of current at the beginning and at the end. This allows for calls from OnStar to be received by the system. After 120 hours from ignition OFF, Page 6755 Disclaimer Page 5577 13. Loosen the die clamping screw of the J 45405. 14. Select the corresponding die set and install the die halves into the die cage with the full, flat face of one die facing the clamping screw, and the counterbores of both dies facing the forming ram 15. Place the flat lace of an unused die (1 } against the die halves in the clamping cage and hold firmly against the counterbored face of the dies. 16. Insert the prepared end of the pipe to be flared through the back of the dies until the pipe is seated against the flat surface of the unused die (1) 17. Remove the unused die (1 18. Ensure that the rear Of loot., cries are spate. firmly against the enclosed end of the die cage 19. Firmly hand tighten the clamping screw (ail against the dies. 20. Select the appropriate forming mandrel and place into the forming ram. 21. Rotate the hydraulic fluid control valve clockwise to the closed position. 22. Rotate the body of the J 45405 until it bottoms against the die cage. Page 6536 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 3460 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 2 Sensor 2 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 2 SENSOR 2 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 2 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust pipe. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen sensor (HO2S) 2 electrical connector. 3. Use the J 39194-B to remove the HO2S 2. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 2 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of the HO2S 2 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 2. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). Page 737 Ignition Control Module: Service and Repair IGNITION CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Note the position of the spark plug wires for the installation and disconnect the spark plug wires from the ignition coil and module assembly. 2. Remove the 4 screws securing the ignition coil and module assembly to the bracket. 3. Remove the ignition coil and module assembly. INSTALLATION PROCEDURE 1. Install the ignition coil and module assembly to the bracket. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ignition coil and module assembly screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 3. Connect the spark plug wires as noted during the removal. Page 2221 Valve Cover: Service and Repair Valve Rocker Arm Cover Replacement (Right) Valve Rocker Arm Cover Replacement- Right Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the drive belt. 3. Remove the generator. 4. Remove the generator bracket. 5. Remove the right spark plug wires. 6. Disconnect the vacuum hoses from the evaporative emission (EVAP) purge valve. 7. Remove the EVAP purge valve. 8. Remove the ignition coil bracket with the coils. 9. Remove the ignition coil bracket studs. 10. Remove the vacuum hose from the grommet in the right valve rocker arm cover. 11. Remove the right valve rocker arm cover bolts. 12. Remove the right valve rocker arm cover. 13. Remove the right valve rocker arm cover gasket. 14. Clean the valve rocker arm cover gasket mating surfaces. Installation Procedure Page 1383 Page 356 Circuit/System Testing Component Testing Page 2641 Radiator: Service and Repair Radiator Air Baffle and Deflector Replacement- Upper Radiator Air Baffle and Deflector Replacement- Upper Removal Procedure 1. Remove the front bumper upper fascia support. 2. Remove the upper radiator air deflector retainers. 3. Remove the wire harness clips at the bumper beam. 4. Remove the upper radiator air deflector. Installation Procedure Important: Radiator air deflector must be properly installed or reduced A/C and engine cooling system performance could occur. 1. Install the upper radiator air deflector. 2. Install the wire harness clips at the bumper beam. 3. Install the upper radiator air deflector retainers. 4. Install the front bumper upper fascia support. Page 5847 Fuel Tank Pressure Sensor Replacement (Malibu Sedan) Fuel Tank Pressure Sensor: Service and Repair Fuel Tank Pressure Sensor Replacement (Malibu Sedan) FUEL TANK PRESSURE SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Relieve the system fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Drain fuel tank. Refer to Fuel Tank Draining Procedure. 4. Remove the fuel tank. 5. Remove the electrical connector from the fuel tank pressure sensor. 6. Remove the fuel tank pressure sensor (1) from modular fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor (1) to modular fuel sender. 2. Install the electrical connector to fuel tank pressure sensor. 3. Install the fuel tank. 4. Refill tank. 5. Install the negative battery cable. Page 1833 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the left outer trim cover to the I/P. 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. Page 2000 Tires: Service and Repair Tire and Wheel Rotation and Inspection TIRE ROTATION Rotate the tires and wheels at frequent intervals to equalize wear. In addition to scheduled rotation, rotate the tire and wheel whenever uneven tire wear is noticed Radial tires tend to wear faster in the shoulder area, particularly in front positions. Radial tires in non-drive locations may develop an irregular wear pattern that may increase tire noise. This makes regular rotation especially necessary. Always use a 4-wheel rotation. After rotation, check the wheel nuts for specified torque. Then, set the tire pressure. Page 4754 Page 7285 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2651 23. Install the lower radiator air deflector. 24. Install the lower radiator air deflector retainers. 25. Lower the vehicle. 26. Install the radiator inlet hose to the radiator. 27. Reposition the radiator inlet hose clamp at the radiator using the J 38185. 28. Install the surge tank outlet hose to the radiator. 29. Reposition the surge tank outlet hose clamp at the radiator using the J 38185. Page 1253 Inflatable Restraint Side Impact Sensor - Left (With RPO Code AY1) A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Band Apply Servo: All Technical Service Bulletins A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Bulletin No.: 04-07-30-028A Date: January 12, 2006 TECHNICAL Subject: 4T65-E Automatic Transmission Fluid Leak From Reverse Servo Cover (Replace Reverse Servo Cover Seal) Models: 2005 and Prior Cars and Light Duty Trucks with Automatic Transmission 4T65-E (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to announce an improved reverse servo cover seal is available from GMSPO and to advise technicians that it is no longer necessary to replace the reverse servo cover when replacing the seal. The 2005 model year vehicles are also being added. Please discard Corporate Bulletin Number 04-07-30-028 (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a fluid leak under the vehicle. A transmission fluid leak may be noted during the Pre-delivery Inspection (PDI). Cause A possible cause of a transmission fluid leak usually only during cold ambient temperatures below -6.7°C (20°F) may be the reverse servo cover seal. The reverse servo cover seal may shrink in cold ambient temperatures causing a transmission fluid leak. Correction Follow the diagnosis and repair procedure below to correct this condition. 1. Diagnose the source of the fluid leak. 2. If the source of the transmission fluid leak is the reverse servo cover, replace the reverse servo cover seal with P/N 24235894. Refer to Reverse Servo Replacement in the appropriate Service Manual. Page 5592 3. Remove the caps from the master cylinder brake pipe ends. 4. Connect the master cylinder brake pipes (1) to the modulator assembly, in the same location as removed. 5. Remove the caps from the caliper and wheel cylinder brake pipe ends. 6. Remove the plugs from the caliper and wheel cylinder ports on the modulator assembly. 7. Connect the 4 brake pipes (2) to the modulator valve, in the same location as removed. 8. Tighten all the brake pipe fittings at the brake pressure modulator valve (BPMV). ^ Tighten the brake pipe fittings to 20 Nm (15 ft. lbs.). 9. Install the EBCM. Important: Ensure that the electrical connector is correctly inserted properly into the EBCM prior to swinging the assist locking lever into position. Failure to make a proper connection may cause communication problems with the module. 10. Connect the electrical connector to the EBCM. 11. Bleed the hydraulic brake system. Important: Do NOT start the engine, but only turn the ignition switch to the ON position. 12. Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information. 13. Observe the feel of the brake pedal after performing the diagnostic system check. If the pedal now feels spongy, air may have been in the secondary circuit of the brake modulator assembly, which may have been introduced into the primary circuit. If the pedal feels spongy, perform the ABS Automated Bleed Procedure. 14. Remove the shop towel and discard into an approved container. Page 6371 Disclaimer Page 2914 Engine Control Module: Service and Repair Powertrain Control Module Replacement Removal Procedure Important: It is necessary to record the remaining engine oil life. If the replacement module is not programed with the remaining engine oil life, the engine oil life will default to 100%. If the replacement module is not programmed with the remaining engine oil life, the engine oil will need to be changed at 5000 km (3,000 mi) from the last engine oil change. 1. Using a scan tool, retrieve the percentage of remaining engine oil. Record the remaining engine oil life. 2. Record the preset radio stations. 3. Turn the ignition OFF. 4. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection in Starting and Charging. 5. Disconnect the PCM harness connectors. 6. Release the retaining tab located in the battery box lower half using a small screwdriver or other suitable tool. 7. Remove the PCM by lifting upward after releasing the tab. Installation Procedure 1. Slide the PCM into the PCM bracket on the front of the battery box. 2. Push down on the PCM until the retaining tab snaps into place. Page 4985 4. Inspect valve body bolt (379) for breakaway torque of 16 N.m (11 lb ft). ^ If valve body bolt (379) is found loose, replace the channel plate gaskets, P/N 24206391, and retighten the valve body. ^ If the valve body bolt is found not to be loose, continue with the next step. 5. For additional reverse diagnostic information, refer to Slips in Reverse or No Reverse SI Document ID # 54866. Parts Information Parts are currently available from GMSPO. Warranty Information Page 3917 2. Push both sides of the quick-connect fitting together in order to cause the retaining tabs to snap into place. 3. Pull on both sides of the quick connect fitting in order to make sure the connection is secure. Page 386 8.2. Remove the console (A) together with the OnStar(R) control modules. 8.3. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). Page 4009 Camshaft Position (CMP) Sensor Page 1363 Left Rear Door Page 5738 Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 6771 7. Continue to maintain light pressure on the tilt lever and tighten the nut. Tighten Tighten the torque prevailing nut until stamping surfaces are drawn together to 5.5 N.m (49 lb in). Important: Do not bend the steering column energy absorbing straps located on the upper steering column mounting bracket during installation. 8. Loosely install the upper steering column mounting bolts (1). 9. Actuate the tilt lever to OPEN and CLOSED position several times while holding the tilt bracket in the proper alignment. 10. Adjust the nut torque until the load on the tilt lever handle is approximately 55 N.m (41 lb ft) to fully close lever. Compare with a similar vehicle to confirm proper tilt lever closing force. Caution: In order to ensure the intended function of the steering column in a vehicle during a crash and in order to avoid personal injury to the driver, perform the following: ^ Tighten the steering column lower fasteners before you tighten the steering column upper fasteners. Failure to do this can damage the steering column. ^ Tighten the steering column fasteners to the specified torque. Overtightening the upper steering column fasteners could affect the steering column collapse. 11. Tighten the steering column fasteners in the following sequence: Tighten Tighten the lower steering column mounting thru bolt to 27 N.m (20 lb ft). 12. Tighten the left side upper steering column mounting bolt to 27 N.m (20 lb ft). 13. Tighten the right side upper steering column mounting bolt to 27 N.m (20 lb ft). 14. Connect the VSES sensor harness at the steering column lower bearing. 15. Connect the steering column electrical connectors to the steering column. 16. Install the steering column knee bolster. Refer to Knee Bolster Replacement. 17. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection. 18. Enable the SIR system. Refer to SIR Disabling and Enabling. 19. Inspect the steering column components for correct operation. Page 4445 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 7267 Disclaimer Page 138 If you are unsure who the PSC is, check with the Sales Manager. General Information 1. The first step is to verify if the OnStar(R) account is active or not. This can be done by pressing the blue OnStar(R) button and connecting to the OnStar(R) call center. Analog only accounts are no longer active. Only digital upgraded accounts will be active. On Gen 6 digital systems, a clear, or "dark" LED may indicate that the OnStar(R) system has been deactivated or may possibly have a no power/no communication condition. 2. If the account isn't active, the next step is to verify what version of OnStar(R) module is in the vehicle. This can be done via the Tech 2 (Body>VCIM>Module ID Information>Module Information 2) or by using www.onstarenrollment.com. 3. A Generation 5 or older analog module can be diagnosed by following the original electronic Service Information developed for the model year of the vehicle. Note: If the customer has an old analog module, the vehicle can be repaired by replacing the module, but the customer cannot have an active account without upgrading to a digital module. 4. Modules, antennas, brackets, and other equipment are in the same location, whether original analog production or digital upgrade. 5. An upgraded vehicle may also have a new vehicle communication interface module (VCIM) bracket. If it does, order the new bracket when replacing the bracket. Don't order the original bracket. The kit may also include a small wiring jumper cable. If it does, this jumper will be required for a new module replacement. Do not discard. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. Locations Cabin Air Filter: Locations This vehicle does not have a factory installed cabin filter. Page 6787 8. Install the three pieces of foam to the attaching bracket starting at the top center inside the bracket and proceed down across the fuel lines, then at the inside of the bracket at the left and right positions of the center piece of foam. Finally, install the last two pieces of foam to the inside bracket at the left and right extended sides behind the retaining holes as shown above. 9. Reposition the radiator surge tank back onto the bracket and seat the two retaining tabs on the tank. 10. Drive the vehicle to verify that the noise is no longer present. Parts Information Order Adhesive Back Shim Stock from Kent Automotive at 1-888-YES-KENT or online at www.kent-automotive.com. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 4213 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 8418 Page 3612 Steps 19 - 23 Page 7580 10. Remove the HVAC module assembly. INSTALLATION PROCEDURE 1. Install the HVAC module assembly. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HVAC module assembly mounting bolts. Tighten Tighten the bolts to 5 N.m (44 lb in). 3. Install the lower floor duct push-in fastener. Page 3435 Steps 23 - 29 The number below refers to the step number on the diagnostic table. 4. This step tests the MAP sensor's ability to correctly indicate BARO. 12. The measurement noted in this step will be used in subsequent steps if the measurement does not exceed the specified value. 15. This step calculates the resistance in the 5-volt reference circuit. 16. This step calculates the resistance in the low reference circuit. Page 6101 C300 Body Harness To Drivers Seat Harness Part 1 Page 6010 Location View Location View Page 3396 Step 6-9 Page 3681 Manifold Absolute Pressure (MAP) Sensor Page 8423 these systems will then completely power OFF. OnStar(R) Module Expected Current Draw The expected current draw of the OnStar(R) module in various ignition modes are as follows: ^ Ignition ON ‐ 240 to 400 mA ^ Ignition OFF ‐ 3 to 20 mA for 48 hours ^ Ignition OFF ‐ 0.2 to 0.8 mA after 48 hours (120 hours on specified vehicle communication platforms (VCPs)). Note During extended voltage testing for battery parasitic draw, it is possible to observe a voltage spike caused by the following: ^ A cellular registration call that was triggered by the local cellular system. ^ The OnStar(R) system has set a monthly trigger for a vehicle data upload call for the OnStar(R) Vehicle Diagnostic E‐mail upload. OnStar(R) System States of Readiness The OnStar(R) system will use the following 4 states of readiness, depending upon the type of cellular market the vehicle is in when the ignition is turned OFF. ^ High power ^ Low power ^ Sleep ^ Digital standby The high power state is in effect whenever the ignition is in the ON or RUN position, retained accessory power (RAP) is enabled, and/or the OnStar(R) system is sending or receiving calls or when the system is performing a remote function. The low power state is in effect when the OnStar(R) system is idle with the ignition in the ON or RUN position, or with RAP enabled. The sleep state is entered after the vehicle has been shut OFF and the RAP has timed out. At a predetermined time recorded within the VCIM, the system re-enters the low power state to listen for a call from the OnStar(R) Call Center for 1 minute. After this interval, the system will again return to the sleep state for 9 minutes. If a call is sent during the 1 minute interval, the OnStar(R) system will receive the call and immediately go into the high power mode to perform any requested functions. If a call is not received during the 1 minute interval, the system will go back into the sleep mode for another 9 minutes. This process will continue for up to 48 hours, after which the OnStar(R) system will turn OFF until the ignition is turned to the ON or RUN position. The digital standby power state is entered after the vehicle has been shut off and the RAP has timed out while in a digital cellular area. When in digital standby mode, the OnStar(R) module is able to perform all remote functions as commanded by an OnStar(R) advisor at any time, for a continuous 48 hours. After 48 hours, the OnStar(R) module will go into sleep mode until a wake up signal from the vehicle is seen by the CIM. If the OnStar module loses the digital cellular signal it will revert to analog mode and follow the standard sleep state (9 minutes OFF, 1 minute standby) based on the time of the GPS signals, this will continue until a digital cellular signal is again received. If the OnStar(R) system loses battery power while the system is in a standby or sleep mode, the system will remain OFF until battery power is restored and the ignition is turned to the ON or RUN position. Deactivated OnStar(R) Accounts In the event that a customer has not upgraded their vehicle to a digital system, the account has been deactivated. The customers have been previously notified of the steps required to upgrade their vehicles. After the OnStar(R) account has been deactivated, customers will experience the following: ^ The OnStar(R) status LED will not illuminate ^ The OnStar(R) system will NOT attempt to connect to the OnStar(R) Call Center in the event of a collision or if the vehicle's front air bags deploy for any other reason. ^ An emergency button press will result in a demo message being played, indicating the service has been deactivated and needs to be upgraded. Page 3915 NOTE: If necessary, remove rust or burrs from the fuel pipes with an emery cloth. Use a radial motion with the fuel pipe end in order to prevent damage to the O-ring sealing surface. Use a clean shop towel in order to wipe off the male tube ends. Inspect all the connections for dirt and burrs. Clean or replace the components and assemblies as required. 6. Use a clean shop towel in order to wipe off the male pipe end. 7. Inspect both ends of the fitting for dirt and burrs. Clean or replace the components as required. INSTALLATION PROCEDURE CAUTION: In order to reduce the risk of fire and personal injury, before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe ends. This will ensure proper reconnection and prevent a possible fuel leak. During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated. 1. Apply a few drops of clean engine oil to the male pipe end. 2. Push both sides of the fitting together in order to snap the retaining tabs into place. 3. Once installed, pull on both sides of the fitting in order to make sure the connection is secure. 4. Install the retainer to the quick-connect fitting. Page 5837 Neutral Safety Switch: Service and Repair Park/Neutral Position (PNP) Switch Replacement Tools Required ^ J 41545 Park/Neutral Switch Aligner Removal Procedure 1. Apply the parking brake and place the control assembly in Neutral. The transaxle manual shaft must be in the Neutral position prior to installing the range switch. 2. Remove the shift control cable from the transaxle range switch lever. 3. Disconnect the electrical connectors from the transaxle range switch. 4. Remove the transaxle range switch lever nut and lever. Page 775 Above Brake Pedal Page 4743 3. Install the stub shaft into the transmission. Use a mallet. 4. Install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the oil level. 7. Inspect the shaft and the seal for leaks. Output Axle Shaft Sleeve and Seal Replacement Output Axle Shaft Sleeve and Seal Replacement Tools Required ^ J 41227 Output Shaft Sleeve Remover ^ J 41228 0utput Shaft Sleeve Installer Removal Procedure 1. Raise the vehicle. Support the vehicle. Refer to Lifting Jacking the Vehicle. 2. Remove the drive axle assembly. 3. Remove the snap ring from axle. Page 3598 Powertrain Control Module (PCM) C3 Part 5 Page 8441 DTC B2476 04: Cellular Phone Select Service Switch Open Circuit DTC B2476 59: Cellular Phone Select Service Switch Stuck Button DTC B2482 00: Cellular Phone Select Service Switch Range/Performance Circuit Short to Ground Open / High Resistance Short to Voltage Signal Performance Circuit/System Description The OnStar(R) button assembly consists of 3 buttons, Call/Answer, OnStar(R) Call Center, and OnStar(R) Emergency. The vehicle communication interface module (VCIM) supplies the OnStar(R) button assembly with 10 volts via the keypad supply voltage circuit. Each of the buttons, when pressed, completes the circuit across a resistor allowing a specific voltage to be returned to the VCIM over the keypad signal circuit. Depending upon the voltage range returned, the VCIM is able to identify which button has been activated. Conditions for Running the DTCs The ignition is ON. System voltage is between 9 - 16 volts. Conditions for Setting the DTCs B2476 04: The VCIM detects an open/high resistance on the keypad supply voltage circuit. B2482 and B2476 59: The VCIM detects a valid signal on the keypad signal circuit for more than 15 seconds. If one of the OnStar(R) buttons is held or stuck for 15 seconds or more, the VCIM will set these DTCs. Action Taken When the DTCs Set The OnStar(R) status LED turns red. No calls can be placed. The VCIM will ignore all inputs from the OnStar® button assembly. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 100 consecutive malfunction-free ignition cycles have occurred. Page 3616 3. Connect the PCM harness connectors. Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. 4. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection in Starting and Charging. Tighten the battery terminal bolts to 17 Nm (13 lb ft). Important: Following the PCM reprogramming , the PCM will have to learn the crankshaft position variation for misfire diagnostics. 5. Perform the crankshaft relearn procedure, See: Testing and Inspection/Programming and Relearning 6. Verify no DTCs exist. 7. Reset the clock and preset radio stations. Page 5554 Important: DO NOT reuse the copper brake hose gaskets. 6. Install NEW copper brake hose gaskets to the brake hose-to-caliper bolt and to the brake hose. 7. Install the brake hose and the brake hose-to-caliper bolt to the brake caliper. ^ Tighten the brake caliper bolt to 50 Nm (37 ft. lbs.). 8. Bleed the hydraulic brake system. 9. With the engine OFF, gradually apply the brake pedal to approximately 2/3 of its travel distance. 10. Slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 11 and 12 until a firm brake pedal apply is obtained; this will properly seat the brake caliper pistons and brake pads. 12. Install the tire and wheel assembly. 13. Lower the vehicle. 14. Apply and release the park brake pedal 4 times. Page 5749 Page 7039 8. Install the three pieces of foam to the attaching bracket starting at the top center inside the bracket and proceed down across the fuel lines, then at the inside of the bracket at the left and right positions of the center piece of foam. Finally, install the last two pieces of foam to the inside bracket at the left and right extended sides behind the retaining holes as shown above. 9. Reposition the radiator surge tank back onto the bracket and seat the two retaining tabs on the tank. 10. Drive the vehicle to verify that the noise is no longer present. Parts Information Order Adhesive Back Shim Stock from Kent Automotive at 1-888-YES-KENT or online at www.kent-automotive.com. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 1381 Page 5944 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 1110 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Testing and Inspection Steps 1-7 Page 4462 2. Once the valve is removed, inspect for any scratching or scoring. 3. If any scratching or scoring is found, then the fingernail test will need to be performed. Important: It has been found that in most cases that the scratches are not severe enough to catch your fingernail. 4. Using your fingernail, move over any scratches to see if your nail will catch on the scratch or score. - If your nail catches in the scratches, the valve will need to be replaced. - If your nail does not catch in the scratches, continue with the next step. 6. Important: Clean the valve body with the machined side down so debris may escape. 7. Clean the valve and bore using brake cleaner. 8. Blow off with shop air. 9. To verify free movement of the valve, dip the valve into clean ATF and install the valve back into the appropriate bore. The valve should move freely. If the valve moves freely, in most cases the valve body will function properly when reinstalled. 10. Reassemble and retest Warranty Information For vehicles repaired under warranty, use the table. Page 6012 Application Table Part 2 Page 362 Page 5714 Neutral Safety Switch: Service and Repair Park/Neutral Position (PNP) Switch Replacement Tools Required ^ J 41545 Park/Neutral Switch Aligner Removal Procedure 1. Apply the parking brake and place the control assembly in Neutral. The transaxle manual shaft must be in the Neutral position prior to installing the range switch. 2. Remove the shift control cable from the transaxle range switch lever. 3. Disconnect the electrical connectors from the transaxle range switch. 4. Remove the transaxle range switch lever nut and lever. Page 7923 Seat Belt Buckle: Service and Repair Rear (Sedan) SEAT BELT BUCKLE REPLACEMENT - REAR (SEDAN) REMOVAL PROCEDURE 1. Remove the rear seat cushion. 2. Remove the seat belt buckle fastener. 3. Remove the seat belt buckle. INSTALLATION PROCEDURE 1. Install the seat belt buckle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the fastener to the seat belt buckle. Tighten Tighten the fastener to 35 N.m (25 lb ft). 3. Install the rear seat cushion. Page 3434 Steps 17 - 22 Page 3957 INSTALLATION PROCEDURE 1. Install the fuel filler pipe upper end to the fuel filler pocket and position fuel filler pipe. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the fuel filler pipe attaching screw to the underbody. Tighten Tighten the fuel filler pipe attaching screw to 10 N.m (89 lb in). 3. Install the fuel filler jumper hose to the fuel tank. 4. Position the fuel filler hose clamp at the fuel tank and fuel fill tube. Tighten Tighten the fuel tank filler hose clamps to 4 N.m (35 lb in). 5. Lower the vehicle. 6. Install the bolt in the fuel filler pocket. Tighten Tighten the fuel tank filler pocket bolt to 1.5 N.m (13 lb in). Page 8 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 3112 - Reduced ignition system voltage output - Weak coils - Worn ignition wires - Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. - Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Input Speed Sensor (ISS) Connector, Wiring Harness Side OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: Customer Interest OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 4766 Page 4206 Brake Switch - TCC: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 210 ^ On 2002 Sevilles and DeVilles, the GPS jumper cable MUST be unclipped from the back seat cross brace, or unplugged from the VCIM first. DO NOT pull back on the mounting bracket until the GPS antenna jumper cable is unclipped from the back seat cross brace or unplugged from the VCIM. The short length of jumper cable does not allow the VCIM mounting bracket to be pulled back very far, and could lead to a break at the VCIM connector. ^ On 2000-2002 Bonnevilles and LeSabres and 2001-2002 Auroras you will need to follow these steps: 1. Remove the 4 nuts that secure the VCU/VIU bracket assembly to the rear seat back brace. Note: Save these nuts for later use. 2. Remove and discard the plastic VCU/VIU bracket assembly from the vehicle. 3. Remove the upper right stud (1) from the rear seat back brace and re-install in the middle lower slot (2) on the brace. Tighten the fastener to 4 Nm (36 lb in). 4. Position the new VCIM in the vehicle over the studs on the rear seat back brace. 5. Install two of the nuts saved from step (1). Tighten the nuts to 4 Nm (36 lb in). 6. Connect the new OnStar jumper harness supplied in the kit to the VCIM (two white connectors) and the body wiring harness (C345 connector). 7. Connect the small coaxial jumper cable supplied in the kit, to the VCIM, with the end that has a blue plastic housing connector. Plug the other end of this coaxial jumper cable to the OnStar Global Positioning Satellite (GPS) antenna coaxial cable at the right angle connector. Note: The GPS cable in the new OnStar jumper harness is not utilized. 8. Connect the cellular coaxial cable to the OnStar VCIM. On 2001 Impala and Monte Carlos you will need to follow these steps: 9. Remove the Vehicle Communications Unit (VCU) and Vehicle Interface Unit (VIU) following the procedures listed in SI. Save the bracket nuts for later use. Page 440 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 7581 4. Install the left hand side window defogger outlet duct. 5. Install the blower motor resistor wire harness connector. 6. Install the blower motor wire harness connector. 7. Install the mode actuator wire harness connector. 8. Install the air temperature actuator wire harness connector. 9. Install the recirculation actuator wire harness connector. 10. Install the I/P assembly. Page 215 Page 4745 2. Install the new output axle seal. 3. Install one new snap ring on the output shaft. 4. install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the output axle shaft sleeve for leaks. 7. Inspect the oil level. Component Locations Forward Of BCM Page 5380 Page 5447 4. Install the bottom half of the caliper piston (2) into the caliper bore. 5. Install the new piston dust boot seal (1) over the caliper piston (2). 6. Compress the caliper piston (2) to the bottom of the caliper bore. 7. Fully seat the piston dust boot seal (1) into caliper counterbore. 8. Install the retaining ring that secures the dust boot to the caliper housing. Notice: Refer to Fastener Notice in Service Precautions. 9. Install the bleeder valve to the caliper. ^ Tighten the brake bleeder valve to 11 Nm (97 inch lbs.). 10. Install the bleeder valve cap. 11. Install the brake caliper to the vehicle. Rear Brake Caliper Overhaul - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Page 7174 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Page 5262 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 1578 1. Install the spark plug wires to the engine. 2. Install the spark plug wires to the ignition coils. 3. Install the spark plug wires (1,3, and 5) to the engine right side spark plugs. 4. Install the spark plug wires to the retaining clip. 5. Install the spark plug wires (2,4, and 6) to the engine left side spark plugs. 6. Install the spark plug wires to the retaining clips. Page 3397 Step 10-12 Page 5117 Locations Page 5394 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 37 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 5038 15. Pivot the CV joint cage (4) and the inner race 90 degrees to the center line of the outer race (2). At the same time, align the cage windows (3) with the lands of the outer race. 16. Lift out the cage (4) and the inner race. 17. Remove the inner race (1) from the cage (2) by rotating the inner race (1) upward. 18. Clean the following items thoroughly with cleaning solvent. Remove all traces of old grease and any contaminates. ^ The inner and outer race assemblies ^ The CV joint cage ^ The chrome alloy balls 19. Dry all the parts. 20. Check the CV joint assembly for the following items: ^ Unusual wear ^ Cracks ^ Damage 21. Clean the driveshaft bar. Use a wire brush to remove any rust in the seal mounting area (grooves). Installation Procedure Page 3418 Knock Sensor: Description and Operation KNOCK SENSOR (KS) SYSTEM DESCRIPTION PURPOSE The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. SENSOR DESCRIPTION This KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 1877 Fuse Block - Rear C1 Part 5 Page 5330 Rear Of Rear Compartment Lid Page 6977 Stabilizer Bushing: Service and Repair Rear Suspension Stabilizer Shaft Insulator Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the stabilizer shaft insulator bracket retaining bolt. 3. Remove the stabilizer shaft and insulator. Installation Procedure 1. Install the stabilizer shaft insulator. 2. Install the stabilizer shaft insulator brackets. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the stabilizer shaft insulator retaining bolt. ^ Tighten the stabilizer shaft insulator retaining bolt to 35 Nm (26 ft. lbs.). 4. Lower the vehicle. Page 2189 4. Route the engine coolant heater cord to the air cleaner housing. 5. Install the new engine coolant heater cord straps. Locations Impact Sensor: Locations Front Impact Bar Page 8465 7.3. If equipped, connect the rear seat heater's connector and install the switch. 8. Install the floor console: 8.1. Install the floor console's retaining bolts (C) and retaining nuts (F). 8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the cover (E). 8.3. Install the ashtray/cover (D). 8.4. Install the ignition switch cover (B). 8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting. 9. Remove the OnStar(R) control modules and secure the wiring: 9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 9.2. Unplug the connectors (A) from the OnStar(R) control modules. 9.3. Remove the console (B) together with the OnStar(R) control modules. Page 6207 Disclaimer Page 7127 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Page 5939 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 260 2007 Model Year Vehicles and Newer all have Digital OnStar(R) Modules. Part 1 OnStar(R) Description and Operation This OnStar(R) digital system consists of the following components: ^ Vehicle Communication Interface Module (VCIM) ^ OnStar(R) button assembly ^ Microphone ^ Cellular antenna ^ Navigation antenna Note This system also interfaces with the factory installed vehicle audio system. Vehicle Communication Interface Module (VCIM) The vehicle communication interface module (VCIM) is a cellular device that allows the user to communicate data and voice signals over the national cellular network. Power is provided by a dedicated, fused B+ circuit. Ground is provided through the vehicle wiring harness attached to the module. The ignition state is determined by the VCIM through serial data messaging. Dedicated circuits are used to connect the VCIM to a microphone, the button assembly, and to command the status LED. The VCIM communicates with the rest of the vehicle modules using the serial data bus. The module houses 2 technology systems, one to process GPS data, and another for cellular information. The cellular system connects the OnStar(R) system to the cellular carrier's communication system by interacting with the national cellular infrastructure. The module sends and receives all cellular communications over the cellular antenna and cellular antenna coax. GPS satellites orbiting earth are constantly transmitting signals of their current location. The OnStar(R) system uses the GPS signals to provide location on demand. The module also has the capability of activating the horn, initiating door lock/unlock, or activating the exterior lamps using the serial data circuits. These functions can be commanded by the OnStar(R) Call Center per: a customer request. OnStar(R) Button Assembly The OnStar(R) button assembly may be part of the rearview mirror, or a separate, stand alone unit. The button assembly is comprised of 3 buttons and a status LED. The buttons are defined as follows: ^ The answer/end call button, which is black with a white phone icon, allows the user to answer and end calls or initiate speech recognition. ^ The blue OnStar(R) call center button, which displays the OnStar(R) logo, allows the user to connect to the OnStar(R) call center. ^ The emergency button, which displays a white cross with a red background, sends a high priority emergency call to the OnStar(R) call center when pressed. The VCIM supplies 10 volts to the OnStar(R) button assembly on the keypad supply voltage circuit. When pressed, each button completes a circuit across a resistor allowing a specific voltage to be returned to the VCIM on the keypad signal circuit. Depending upon the voltage range returned the VCIM is able to identify which button has been pressed. The OnStar(R) status LED is located with the button assembly. The LED is green when the system is ON and operating normally. When the status LED is green and flashing, it is an indication that a call is in progress. When the LED is red, this indicates a system malfunction is present. In the event there is a system malfunction and the OnStar(R) system is still able to make a call, the LED will flash red during the call. If the LED does not illuminate, this may indicate that the customers OnStar(R) subscription is not active or has expired. Push the blue OnStar button to connect to an advisor who can then verify the account status. Each LED is controlled by the VCIM over dedicated LED signal circuits. Ground for the LED is provided by the wiring harness attached to the button assembly. Page 6839 Aluminum Wheel Porosity Repair Wheels: Service and Repair Aluminum Wheel Porosity Repair Aluminum Wheel Porosity Repair 1. Remove the tire and wheel. 2. Inflate the tire to the manufactures specified pressure as stated on the tire. 3. Submerge the tire/wheel into a water bath in order to locate the leak. 4. Inscribe a mark on the wheel in order to indicate the leak areas. 5. Inscribe a mark on the tire at the valve stem in order to Indicate the orientation of the tire to the wheel. 6. Remove the tire from the wheel. Important: Do not damage the exterior surface of the wheel. 7. Use number 80 grit sandpaper to scuff the inside of the rim surface at the leak area. 8. Use general purpose cleaner such as 3M P/N 08984 or equivalent to clean the leak area. 9. Apply 3 mm (0.12 inch) thick layer of adhesive/sealant, GM P/N 12378478 (Canadian P/N 88900041) or equivalent. to the leak area. 10. Allow for the adhesive/sealant to dry. 11. Align the inscribed mark on the tire with the valve stem on the wheel. 12. Install the tire to the wheel. 13. Inflate the tire to the manufactures specified pressure as stated on the tire. 14. Submerge the tire/wheel into a water bath in order ensure the leak is sealed. 15. Balance the tire and wheel. 16. Install the tire and wheel. 17. Lower the vehicle. Page 5254 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 994 1. Install the park brake warning lamp switch (2) to the park brake pedal assembly (1). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the park brake warning lamp switch screw (3). ^ Tighten the screw to 2 Nm (18 inch lbs.). 3. Connect the electrical connector to the park brake warning lamp switch. 4. Install the closeout panel. 5. Check the operation of the park brake warning lamp switch. Page 7142 Tires: Service and Repair Tire Rotation Tire Rotation Rotate the tire and wheel assemblies at frequent intervals to equalize wear. In addition to scheduled rotation, rotate the tire and wheel assembly whenever uneven tire wear is noticed. Radial tires tend to wear faster in the shoulder area, particularly in front positions. Radial tires in non-drive locations may develop an irregular wear pattern that may increase tire noise. This makes regular rotation especially necessary. Always use a 4-wheel rotation. After rotation, check the wheel nuts for specified torque. Then set the tire pressure. Page 2654 9. Remove the lower radiator support bracket bolts. 10. Remove the lower radiator support brackets. 11. Remove the radiator lower mounts. Installation Procedure Important: Replace the radiator lower mounts as a pair or vibration may result. 1. Install the radiator lower mounts. 2. Install the lower radiator support brackets. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the lower radiator support bracket bolts. ^ Tighten the bolts to 60 Nm (44 ft. lbs.). Important: Radiator air deflector must be properly installed or reduced A/C and engine cooling system performance could occur. 4. Install the lower radiator air deflector. Page 6842 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 8519 DVD Player C2 Part 1 Page 5162 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transaxle case side cover. 2. Remove the TFP switch assembly bolts. 3. Remove the TFP switch assembly from the control valve body assembly. The TFP switch O-rings are reusable if not damaged and should remain with the switch assembly. Installation Procedure 1. Inspect the TFP switch assembly in order to verify the condition and correct location of the pressure switch O-rings. If necessary, replace the O-rings. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the TFP switch assembly onto the control valve body assembly and install the bolts. Tighten the control valve body bolts to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Start the engine, warm up the transaxle and check for leaks. 5. Inspect for proper fluid level. Page 7499 7. Remove the air temperature actuator screws. 8. Remove the air temperature actuator. 9. Remove the mode actuator screws. 10. Remove the mode actuator. 11. Drill out the mode valve assembly heat stakes. 12. Remove the mode valve assembly screws. 13. Remove the mode valve assembly. 14. Drill out the lower HVAC module case heat stakes. 15. Remove the lower HVAC module case screws. Page 8162 Page 2568 4. Install the surge tank outlet hose to the radiator. 5. Reposition the surge tank outlet hose clamp at the radiator using the J 38185. 6. Install the left headlamp assembly. 7. Install the surge tank outlet hose to the surge tank. 8. Reposition the surge tank outlet hose clamp at the surge tank using the J 38185. 9. Tilt the surge tank and lead the weld seam on the surge tank under the ribs at the rear of the mounting bracket. Page 7020 9. Connect the stabilizer link to the stabilizer shaft. Tighten the stabilizer link nut to 65 N.m (48 lb ft). 10. Install the rear transmission mount through bolt. Hand tighten only. 11. Install the front transmission mount through bolt. Hand tighten only. 12. Balance and tighten the powertrain mounts. Refer to Powertrain Mount Balance Procedure - Lower Mount in Engine - 2.2L (L61). Page 2870 Steps 4-5 Page 6334 Fuse Block - Underhood C3 Part 2 Page 7348 Page 6087 C109 Forward Lamp Harness To Left Headlamp Harness Page 1676 Fuel Pressure Release: Service and Repair Fuel Pressure Relief Procedure FUEL PRESSURE RELIEF PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Loosen the fuel filler cap in order to relieve the tank pressure. Do not tighten at this time. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Disconnect the fuel pump electrical connector. 4. Lower the vehicle. 5. Start and run the engine until the fuel supply remaining in the fuel pipes is consumed. Engage the starter for 3.0 seconds in order to assure relief of any remaining pressure. 6. Raise the vehicle. 7. Connect the fuel pump electrical connector. 8. Lower the vehicle. 9. Disconnect the negative battery cable in order to avoid possible fuel discharge if an accidental attempt is made to start the engine. Page 366 Page 5564 Brake Fluid: Fluid Type Specifications HYDRAULIC BRAKE SYSTEM Delco Supreme II Brake Fluid or equivalent DOT-3 brake fluid. Page 5983 Fuse Block - Rear C1 Part 7 Page 3129 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 4609 11. Place a drain pan under the transmission oil cooler pipes. 12. Remove the transmission oil cooler pipes attachment nut from the transmission. 13. Remove both transmission oil cooler pipes from the transmission. 14. Remove the transmission oil cooler pipes clip from the fan shroud. 15. Remove the lower transmission oil cooler pipe from the radiator. 16. Remove the transmission oil cooler pipes. 17. Remove the transmission oil cooler pipes attachment stud from the transmission if damaged. Installation Procedure Page 5785 9. Remove the generator bracket bolts. 10. Remove the generator bracket. INSTALLATION PROCEDURE 1. Install the generator bracket. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the generator bracket bolts. Tighten Tighten the bolts in sequence to 50 N.m (37 lb ft). 3. Install the drive belt tensioner. 4. Install the drive belt tensioner bolt. Tighten Tighten the bolt to 50 N.m (37 lb ft). 5. Install the drive belt idler pulley. 6. Install the drive belt idler pulley bolt. Tighten Tighten the bolt to 50 N.m (37 lb ft). Page 3020 Accelerator Pedal Position (APP) Sensor Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 4629 Page 7963 11. Inspect the SA9207Z-A and the appropriate pigtail adapter for damage. 12. Short the 2 SIR deployment harness (1) leads together using 1 banana plug seated into the other. 13. Connect the appropriate pigtail adapter (2) to the SIR deployment harness (1). 14. Extend the SIR deployment harness and adapter to full length from the deployment fixture. 15. Connect the seat belt pretensioner connector to the adapter on the deployment harness. IMPORTANT: When deploying a seat belt pretensioner, the rapid expansion of gas is very loud. Notify the people in the immediate area that a seat belt pretensioner will be deployed. 16. Clear the area of people. Page 5750 Page 1732 4. Install the compressor hose to the rail clip. 5. Install the compressor hose to the compressor. NOTE: Refer to Fastener Notice in Service Precautions. 6. Install the compressor hose nut to the compressor. Tighten Tighten the nut to 20 N.m (15 lb ft). 7. Install the right lower radiator mounting bracket. 8. Install the right lower radiator mounting bracket bolt. Page 59 Alarm Module: Description and Operation THEFT DETERRENT MODULE (TDM) The theft deterrent module (TDM) uses the following inputs, battery voltage, ignition switched voltage, and ground circuit. The TDM uses the following outputs, password exchange with the powertrain control module (PCM), fuel continue/disable via the serial data circuit. When an ignition key is inserted into the ignition lock cylinder and the ignition is switched ON, the transponder embedded in the head of the key is energized by the exciter coils surrounding the ignition lock cylinder. The energized transponder transmits a signal that contains its unique value, which is received by the theft deterrent control module. The TDM then compares this value to a value stored in memory, learned key code. If the value is correct, the TDM sends a random generated number to the transponder. This is called a challenge. Both the transponder and the TDM perform a calculation on the challenge. The TDM then performs one of the following functions: - If both the transponder value and the calculation to the challenge are correct, the TDM will send the fuel continue password to the PCM via the serial data circuit. - If either the transponders unique value or the calculation to the challenge is incorrect, the TDM will send the fuel disable password to the PCM via the serial data circuit. - If the TDM is unable to measure the ignition key transponder value for one second due to a damaged or missing pellet or a damaged exciter, the TDM will send the fuel disable password to the PCM via the serial data circuit. IMPORTANT: On some vehicles, If the vehicle theft deterrent (VTD) system is unable to read the ignition key transponder value after the vehicle has started, the VTD system will consider itself malfunctioning. The VTD system will enter a fail enable state and will command the security indicator to illuminate. When the VTD system is in a fail enable state, the vehicle will NOT stall or stop running. If the VTD system is in a fail enable state when the ignition is switched OFF, the VTD system will remain fail enable until it is able to read a learned ignition key transponder value. When the VTD system is in a fail enable state, the VTD system is NOT active and the vehicle will start. This feature is NOT available on all GM vehicle lines. Page 7900 Page 2162 1. Coat the valve lifters with prelude GM P/N 1052367 (Canadian P/N 992869) or equivalent. 2. Install the valve lifters to the same location from which they were removed. 3. Install the valve lifter guides. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the valve lifter guide bolts. ^ Tighten the bolts to 10 Nm (89 inch lbs.). 5. Install the intake manifold oil splash shield 6. Install the valve rocker arms and pushrods. 7. Install the lower intake manifold. Page 6365 10. Install the other end of the ground strap to the coil as shown and secure using a new bolt, P/N 11588715. 11. Install the other three ignition coil bolts. Tighten Tighten the bolts to 10 Nm (89 lb in). 12. Connect the right side spark plug wires to the ignition coil. 13. Connect the left side spark plug wires to the ignition coil. 14. Connect the ignition coil electrical connector. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 6335 Fuse Block - Underhood C3 Part 3 Page 5358 perform the following steps: 21.1. Inspect the brake system for external leaks. 21.2. Pressure bleed the hydraulic brake system in order to purge any air that may still be trapped in the system. 22. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 23. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. Pressure Hydraulic Brake System Bleeding (Pressure) ^ Tools Required J 29532 Diaphragm Type Brake Pressure Bleeder, or equivalent - J 44894-A Brake Pressure Bleeder Adapter Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to catch brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal becomes firm, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, or if you have disconnected the brake pipes from the proportioning valve assembly or the brake modulator assembly, you must perform the following steps to bleed air at the ports of the hydraulic component: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the brake pipes installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, loosen and separate one of the brake pipes from the port of the component. For the proportioning valve assembly or the brake modulator assembly, perform these steps in the sequence of system flow; begin with the fluid feed pipes from the master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the component. 3.4. Connect the brake pipe to the component and tighten securely. 3.5. Have an assistant slowly press the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the component. 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the component. 3.9. With the brake pipe installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, after all air has been purged from the first port of the component that was bled, loosen and separate the next brake pipe from the component, then repeat steps 3.3-3.8, until each of the ports on the component has been bled. 3.10. After completing the final component port bleeding procedure, ensure that each of the brake pipe-to-component fittings are properly tightened. 4. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install the J 44894-A to the brake master cylinder reservoir. 6. Check the brake fluid level in the J29532, or equivalent. Add Delco Supreme 1 1CR) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point. 7. Connect the J 29532, or equivalent, to the J 44894-A. 8. Charge the J 29532, or equivalent, air tank to 175-205 kPa (25-30 psi). 9. Open the J 29532, or equivalent, fluid tank valve to allow pressurized brake fluid to enter the brake system. 10. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks. Any brake fluid leaks identified require repair prior to completing this procedure. 11. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve 12. Install a transparent hose over the end of the bleeder valve. 13. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 14. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder. then tighten the bleeder valve. Page 2555 10. Press down on the surge tank to engage the mounting tabs. 11. Fill the coolant. Locations Under IP Left Of Brake Pedal Locations Page 1460 Disclaimer Page 4625 Notice: Refer to Fastener Notice in Service Precautions. 1. Install the oil pan gasket, the oil pan, and hand start the oil pan bolts. Tighten the oil pan bolts to 12 Nm (9 ft. lbs.). 2. Lower the vehicle. 3. Refill the transaxle using DEXRON-III P/N 21019223 transaxle fluid or equivalent to the specified refill capacity. ^ The bottom pan removal capacity is approximately 6.5 Liters (6.9 quarts). ^ The complete overhaul capacity is approximately 9 Liters (9.5 quarts). ^ The dry capacity is approximately 12.2 Liters (12.9 quarts). 4. Start the engine. Warm up the transaxle, and check for leaks. 5. Inspect for proper fluid level. Page 3573 Steps 8-12 Page 3415 Lower Left Front Of Engine Page 7756 75. Cut the harness connector out of the vehicle, leaving at least 16 cm (6 in) of wire at the connector. 76. Strip 13 mm (0.5 in) of insulation from each of the connector wire leads. 77. Cut two 6.1 m (20 ft) deployment wires from a 0.8 mm (18 gage) or thicker multi-strand wire. These wires will be used to fabricate the roof rail module deployment harness. 78. Strip 13 mm (0.5 in) of insulation from both ends of the wires cut in the previous step. 79. Twist together one end from each of the wires in order to short the wires. 80. Twist together one connector wire lead to one deployment wire. 81. Bend flat the twisted connection. 82. Secure and insulate the connection using electrical tape. Page 2049 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 5955 Auxiliary Power Outlet: Electrical Diagrams Cigar Lighter/Auxiliary Outlets Diagram Page 5854 Page 2871 Steps 6-7 Page 961 Instrument Panel Page 6236 Rear Of Left Rear Wheel Well - Extended Sedan HVAC System - Automatic Air Door Actuator / Motor: Diagrams HVAC System - Automatic Air Temperature Actuator Page 3456 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 2 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 1 SENSOR 2 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE IMPORTANT: The heated oxygen sensor (HO2S) 2 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust pipe. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen sensor (HO2S) 2 electrical connector. 3. Use the J 39194-B to remove the HO2S 2. INSTALLATION PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: A special anti-seize compound is used on the HO2S 2 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of the HO2S 2 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 2. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). Page 1943 Oil Change Reminder Lamp: Service and Repair GM OIL LIFE SYSTEM - RESETTING 1. Display OIL LIFE RESET on the driver information center (DIC). 2. Press and hold the ENTER button for at least one second. An ACKNOWLEDGED display message will appear for 3 seconds or until the next button is pressed. This will tell you the system has been reset. 3. Turn the key OFF. If the CHANGE ENGINE OIL light comes back on and stays on when you start the vehicle, the engine oil life system has not been reset. Repeat the procedure. Page 3039 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The CKP sensor is a three wire sensor based on the magneto resistive principle. A magneto resistive sensor uses two magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The CKP sensor returns a digital ON/OFF pulse 24 times per crankshaft revolution. The pulse width encoding pattern is used to synchronize the coil firing sequence with the crankshaft position. The CKP sensor is used for ignition timing, fuel injector timing, misfire diagnostics, and tachometer display. The PCM supplies a 12-volt reference, a low reference, and a medium resolution engine speed signal circuit to the CKP sensor. Page 6066 C214 Body Harness To Console Harness (Without RPO Code UK6, U32) Page 7128 Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Page 1399 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 724 Steps 16 - 18 Page 5737 Page 5866 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 1197 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 2 Sensor 2 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 2 SENSOR 2 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 2 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust pipe. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen sensor (HO2S) 2 electrical connector. 3. Use the J 39194-B to remove the HO2S 2. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 2 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of the HO2S 2 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 2. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). Page 862 Seat Heater Switch: Diagrams Heated Seat Switch - Driver (With RPO Code KA1) Page 2850 Body Control Module - C3 Part 3 Page 681 Steps 1-8 Page 491 All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure The following procedure provides instructions for retrieving specific diagnostic trouble codes (DTCs) and reprogramming the ABS module with new software. If specific ABS DTCs are found, one or both rear wheel bearing assemblies will need to be replaced. Important: In order to perform the following procedure, your Tech 2 must be updated with software version 24.001 or later, CD or TIS application 4.0. If your Tech 2 does not have the necessary software, you will need to update it before proceeding. 1. Turn the ignition switch to the ON position. Important: In order to perform the following procedure, the diagnostic interface module (CANdi) must be connected between the Tech 2 and the vehicle. Failure to use the CANdi module will result in failure of the Tech 2 to communicate with the necessary module on the vehicle. 2. Connect a Tech 2 (scan tool) and the CANdi module to the vehicle's diagnostic link connector (DLC), power it up and press ENTER. Important: Before reprogramming the ABS module, you must retrieve and record the occurrence of ABS DTC C0045 and/or C0050 AND the 2-character symptom byte that follows the DTC. Codes will automatically be erased during the reprogramming. 3. Select DIAGNOSTICS and retrieve any current or stored ABS DTC C0045 and/or C0050 AND the 2-character symptom byte following the DTC. Record these DTC and symptom bytes on the vehicle repair order. If ABS CTS C0045 is found, the LEFT REAR wheel bearing assembly must be replaced. If ABS DTC C0050 is found, the RIGHT REAR wheel bearing must be replaced. Proceed to the next step and perform the Service Programming. Afier programming is complete, proceed to the section titled, "Rear Wheel Bearing Replacement." Important: During the service reprogramming in the next step, DTC U2127 may be set in the body control module (BCM) and P1626 in the powertrain control module (PCM). These codes must be cleared immediately following the reprogramming. In addition, the IBCM 1(30 amp) fuse located in the underhood electrical center must be removed for 10 seconds and then reinstalled. Failure to remove and reinstall this fuse will result in the HVAC system not functioning. 4. Select SERVICE REPROGRAMMING. 5. Follow the on-screen instructions and prompts. If necessary, refer to up-to-date Techline Equipment Users Instructions. 6. Clear any DTCs set during the reprogramming. 7. Press the EXIT key as necessary and disconnect the Tech 2 and CANdi module from the vehicle. 8. Open the hood. 9. Remove the battery cover and fuse cover. Page 8347 OnStar(R) Microphone The OnStar(R), or cellular microphone, can be a part of the rearview mirror assembly, or on some vehicle lines, a separate, stand alone unit. In either case, the VCIM supplies approximately 10 volts to the microphone on the cellular microphone signal circuit, and voice data from the user is sent back to the VCIM over the same circuit. A cellular microphone low reference circuit or a drain wire provides a ground for the microphone. Cellular and GPS Antennas The vehicle will be equipped with one of the following types of antennas: ^ Separate, stand-alone cellular and navigation (GPS) antennas. ^ A combination cellular and navigation (GPS) antenna, which brings the functions of both into a single part. ^ A cellular, GPS, and digital radio receiver (DRR) antenna, which also incorporates the functionality of the DRR satellite antenna (XM). The cellular antenna is the component that allows the OnStar(R) system to send and receive data using electromagnetic waves by means of cellular technology. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The GPS antenna is used to collect the signals of the orbiting GPS satellites. Within the antenna is housed a low noise amplifier that allows for a more broad and precise reception of this data. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The cable also provides a path for DC current for powering the antenna. The OnStar(R) Call Center also has the capability of communicating with the vehicle during an OnStar(R) call to retrieve the latest GPS location and transmit it to the OnStar(R) Call Center. A history location of the last recorded position of the vehicle is stored in the module and marked as aged, for as long as the module power is not removed. Actual GPS location may take up to 10 minutes to register in the event of a loss of power. Audio System Interface When the OnStar(R) requires audio output, a serial data message is sent to the audio system to mute all radio functions and transmit OnStar(R) originated audio. The OnStar(R) audio is transmitted to the vehicle audio system by a dedicated signal circuit and a low reference circuit. The audio system will mute and an audible ring will be heard though the speakers if the vehicle receives a call with the radio ON. On some vehicles, the HVAC blower speed may be reduced when the OnStar(R) system is active to aid in reducing interior noise. When the system is no longer active, the blower speed will return to its previous setting. OnStar(R) Steering Wheel Controls Some vehicles may have a button on the steering wheel, that when pushed can engage the OnStar(R) system. The button may be a symbol of a face with sound waves, or may say MUTE, or be a symbol of a radio speaker with a slash through it. By engaging the OnStar(R) system with this feature, the user can interact with the system by use of voice commands. A complete list of these commands is supplied in the information provided to the customer. If the information is not available for reference, at any command prompt, the user can say "HELP" and the VCIM will return an audible list of available commands. The steering wheel controls consist of multiple momentary contact switches and a resistor network. The switches and resistor network are arranged so that each switch has a different resistance value. When a switch is pressed, a voltage drop occurs in the resistor network. This produces a specific voltage value unique to the switch selected, to be interpreted by the radio or the body control module (BCM). OnStar(R) Power Moding (DRX or Sleep Cycle) The OnStar(R) system uses a unique sleep cycle to allow the system to receive cellular calls while the ignition is in the OFF position and retained accessory power (RAP) mode has ended. A green status LED on the OnStar(R) keypad normally indicates an active OnStar(R) account. The OnStar(R) system will stay powered up after ignition off for an extended time in order to allow for remote services like door unlock, horn honk, light flash, etcetera to take place as requested by the customer. Power cycle (also referred to as DRX) times vary depending on the generation of the OnStar(R) system. Technicians may identify the OnStar(R) system generation by using a Tech 2 and following this menu path: (Body>VCIM>Module ID Information>Module Information 2) or by accessing www.onstarenrollment.com All Generation 6 digital systems are powered up continuously for 48 hours from ignition OFF. After 48 hours, the Generation 6 systems will enter a 9 minute OFF, 1 minute ON power cycle for an additional 72 hours. At the beginning and end of the 1 minute ON stage, you may or may not experience a short spike of current at the beginning and at the end. This allows for calls from OnStar to be received by the system. After 120 hours from ignition OFF, Page 6269 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 6016 5. Use a flat-bladed tool to disengage the 4 tabs that secure the electrical center to the battery tray. 6. Use a flat-bladed tool to remove the connector cover from the electrical center. 7. Loosen the 4 bolts across the top of the electrical center. Page 6500 8. Use a flat-bladed tool to remove the locking pins from the body harness connector. 9. Disconnect the body harness connector. 10. Disconnect the remaining wiring harness connectors from the junction block. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center harness connectors into the electrical center. 2. Install the locking pin to the power supply connector NOTE: Refer to Fastener Notice in Cautions in Notices. 3. Install the bolts retaining the engine, I/P, and forward lamp wiring harness connectors to the junction block. Service and Repair Exhaust Crossover Pipe: Service and Repair Exhaust Crossover Pipe Replacement Removal Procedure 1. Remove the exhaust crossover pipe nuts. 2. Remove the exhaust crossover pipe. 3. If any of the studs on the exhaust system break, they can be replaced in a manner similar to a wheel lug. 4. Using a hammer and drift, drive out the broken portion of the stud. 5. Install a new stud by driving the replacement stud flange using a ball pein hammer. Installation Procedure Page 8011 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 3673 Knock Sensor: Diagrams Knock Sensor (KS) 1 Page 692 Body Control Module: Removal and Replacement BODY CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the right console trim panel. 3. Remove the body control module (BCM) screws. 4. Remove the BCM wire harness connectors. 5. Remove the BCM. INSTALLATION PROCEDURE 1. Install the BCM. 2. Install the BCM wire harness connectors. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the BCM screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the right console trim panel. 5. Connect the negative battery cable. 6. For a new or remanufactured BCM, program the BCM. Refer to Body Control Module (BCM) Programming/RPO Configuration. See: Testing and Inspection/Programming and Relearning Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 6749 Important: You MUST properly install the teeth into the upper column bracket to prevent steering column movement in the event of a collision. 1. If the tilt teeth and/or detent lever was removed, carefully reinstall in the correct orientation as shown. ^ Line up the teeth in the proper orientation. ^ Compress the tooth spring within compression bracket slot. Important: Grease the cam surface with P/N 89021688 (Canadian P/N 89021674). Subassemble spacer to bolt retainer. 2. Align with the tilt teeth and attach to the side of the tilt bracket. 3. Subassemble the cam follower to release the follower. ^ Align with the tilt teeth and attach to the side of the tilt bracket. ^ Align with the tilt teeth and attach to the side of the tilt bracket. 4. Assemble the tilt lever through components. 5. Attach the thrust washer and preassemble the new torque prevailing nut. Page 3775 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS SYSTEM DESCRIPTION The powertrain control module (PCM) enables the fuel pump relay when the ignition switch is turned ON. The PCM will disable the fuel pump relay within 2 seconds unless the PCM detects ignition reference pulses. The PCM continues to enable the fuel pump relay as long as ignition reference pulses are detected. The PCM disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions (EVAP). The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contain a flow check valve. the check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. TEST Steps 1 - 2 Page 5369 4. Install the 2 brake pedal assembly to cowl mounting nuts. Tighten Tighten the nuts to 15 Nm (11 lb ft). 5. Install the booster pushrod retaining clip (1), the washers (2), and the booster pushrod (3) to the adjustable pedal pivot pin (4). 6. Install the steering column assembly to the vehicle. 7. Install the NEW cable. 8. Install the electrical connector to the brake pedal adjustment position sensor. 9. Install the electrical connector to the brake apply sensor. 10. Install the closeout panel. 11. Install the knee bolster. 12. Calibrate the brake pedal position sensor. Page 7764 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 2 CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure CKP SYSTEM VARIATION LEARN PROCEDURE 1. Install a scan tool. 2. Monitor the powertrain control module (PCM) for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 3. Select the crankshaft position variation learn procedure with a scan tool. 4. The scan tool instructs you to perform the following: 4.1. Accelerate to wide open throttle (WOT). 4.2. Observe fuel cut-off for applicable engine. 4.3. Release throttle when fuel cut-off occurs. 4.4. Engine should not accelerate beyond calibrated RPM value. 4.5. Release throttle immediately if value is exceeded. 4.6. Block drive wheels. 4.7. Set parking brake. 4.8. DO NOT apply brake pedal. 4.9. Cycle ignition from OFF to ON. 4.10. Apply and hold brake pedal. 4.11. Start and idle engine. 4.12. Turn the A/C OFF. Vehicle must remain in Park or Neutral. The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: Crankshaft position (CKP) sensors activity-If there is a CKP sensor condition, refer to the applicable DTC. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 5. Enable the CKP system variation learn procedure with the scan tool and perform the following: IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. - Accelerate to WOT. - Release throttle when fuel cut-off occurs. 6. The scan tool displays Learn Status: Learned this ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 7. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether or not DTC P0315 is set: An engine replacement - A PCM replacement - A harmonic balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. Page 129 Disclaimer Brake Pedal Assembly Replacement Brake Pedal Assy: Service and Repair Brake Pedal Assembly Replacement Brake Pedal Assembly Replacement Removal Procedure 1. Remove the knee bolster. 2. Remove the closeout panel. 3. Remove the electrical connector from the brake apply sensor. 4. Remove the steering column assembly from the vehicle. 5. Disconnect the brake pedal pushrod retaining clip (1) the wave washers (2) and the brake booster pushrod (3) from the brake pedal pin (4). 6. Remove the 2 brake pedal assembly to cowl mounting nuts. Page 5246 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 6464 C700 Body Harness To Left Rear Door Harness Part 1 Page 4433 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 7286 Wheel Fastener: Specifications Wheel Nuts .......................................................................................................................................... ................................................. 140 Nm (100 ft. lbs.) 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Locations Side Air Bag: Locations Inside Of The Left C-Pillar - Sedan Electrical - Loss Of Steering Assist/DTC C0900 Ignition Coil Pack: Customer Interest Electrical - Loss Of Steering Assist/DTC C0900 TECHNICAL Bulletin No.: 08-02-32-005A Date: June 07, 2010 Subject: Loss of Power Steering Assist, Power Steering Warning Message Displayed in DIC, IPC/Radio Displays Erratic, DTC C0900, B1325 Set (Replace Ignition Coil/Module Assembly and Add Ground Strap) Models: 2004-2007 Chevrolet Malibu, Malibu Maxx with 3.5L Engine (VINs 8, N - RPOs LX9, LZ4) Supercede: This bulletin is being revised to add the 2007 model year. Please discard Corporate Bulletin Number 08-02-32-005 (Section 02 - Steering). Condition Some customers may comment on a loss of power steering assist at high RPM (above 3500 RPM) and a power steering warning message displayed in the DIC. They may also comment some instrument/radio displays are erratic. Upon investigation, the technician may find DTC C0900 set. If the displays were erratic, then DTC B1325 will also be set. Cause This condition may occur when the system voltage exceeds 16 volts for one second for code C0900 and the system shuts down to protect it from over-voltage operation. If the voltage exceeds 18 volts for five seconds for code B1325, then other electronic systems protect themselves and shut down. It has been found that this voltage increase is caused by an interaction between the alternator and the ignition coil/module assembly. Correction Replace the ignition coil/module assembly and add ground strap following the procedure below. 1. Disconnect the ignition coil electrical connector. 2. Disconnect the left side spark plug wires from the ignition coil. 3. Disconnect the right side spark plug wires from the ignition coil. 4. Remove the four bolts attaching the ignition coil to its mounting bracket and remove the ignition coil. 5. Remove the ignition coil from the mounting bracket. 6. Loosen the two lower ignition coil mounting bracket nuts. 7. Remove the two upper ignition coil mounting bracket bolts and discard. 8. Install the ground strap (1), P/N 12581176, to the upper left side of the bracket as shown between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Prior to installing the ground strap, remove the captured nut and washers. They are not needed (simply pound them out with a hammer on a vise). Install the washer (2), P/N 02436162, to the upper right side of the bracket between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Tighten Tighten all the ignition coil bracket bolts and nuts to 25 Nm (15 lb ft). 9. Install the new ignition coil to the mounting bracket. Specifications Push Rod: Specifications Push Rod Length - Intake .................................................................................................................... ................................................ 146.0 mm (5.75 inch) Push Rod Length - Exhaust ............................. ....................................................................................................................................... 152 5 mm (6.0 inch) Page 7851 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. 6. Remove the left/driver outer trim cover from the I/P. 7. Remove the connector position assurance (CPA) from the steering wheel module coil connector. 8. Disconnect the steering wheel module coil connector from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. Converter (Bank 1) Catalytic Converter: Service and Repair Converter (Bank 1) Catalytic Converter Replacement (Bank 1) ^ Tools Required J 39194-B Heated Oxygen Sensor Wrench Removal Procedure Important: The front exhaust pipe and catalytic converter are only serviced as an assembly; components are not serviced separately. 1. Remove the exhaust crossover pipe. Important: The heated oxygen sensor (HO2S) 2 uses a permanently attached pigtail and connector. This pigtail should not be removed from the sensor. Damage or removal of the pigtail or connector will affect proper operation of the sensor. 2. Remove HO2S 2 using the J 39194-B. Page 4942 positive identification and location of individual parts: Valve Body Spring and Bore Plug Chart (Metric) Page 3909 Fuel Injector: Service and Repair Fuel Injector Replacement FUEL INJECTOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care in removing the fuel injectors in order to prevent damage to the fuel injector electrical connector pins or the fuel injector nozzles. Do not immerse the fuel injector in any type of cleaner. The fuel injector is an electrical component and may be damaged by this cleaning method. IMPORTANT: If the fuel injectors are found to be leaking, the engine oil may be contaminated with fuel. 1. Remove the fuel rail. 2. Remove the fuel injector retaining clip (1). 3. Remove the fuel injector (3) from the fuel rail. 4. Remove the fuel injector upper O-ring (2). 5. Remove the fuel injector lower O-ring (4). INSTALLATION PROCEDURE IMPORTANT: Be sure to use the correct part number when ordering replacement fuel injectors. 1. The fuel injector assembly (1) is stamped with a part number identification (2). Locations Lower Rear Of The Engine A/T - 4T65-E Final Drive Assembly Precaution Output Shaft Bearing/Bushing: Technical Service Bulletins A/T - 4T65-E Final Drive Assembly Precaution Bulletin No.: 04-07-30-030 Date: July 02, 2004 INFORMATION Subject: Using Caution When Servicing Final Drive Unit on 4T65-E Transaxles To Insure Internal Gear Thrust Bearing (695) is Properly Seated/Located Models: 2001-2005 GM Passenger Cars with 4T65-E Transaxle (RPO's MN3, MN7, M15 or M76) When servicing a final drive unit on a 4T65-E transaxle, use extreme caution to ensure that the internal gear thrust bearing (695) is properly seated/located. It has been found that after servicing a final drive unit on 4T65-E transaxles, the internal gear thrust bearing (695) was not properly seated/located causing internal damage and a repeat repair. Use a generous amount of Transgel J 36850 when installing the internal gear thrust bearing (695) to the park gear (696) to ensure the internal thrust bearing (695) will retain its proper position during assembly. Disclaimer Page 4644 7. Remove the oil feed pipe assembly bolts and remove the assembly. 8. Remove the low and reverse band oil pipe assembly seals. Installation Procedure 1. Inspect the oil feed pipes for plugged passages, bent pipes, or cracks. 2. Inspect the oil feed pipe seal rings in order to verify the proper location of the seal rings. Important: The oil feed pipe seals are glued into place during the initial assembly. If a seal ring is to be replaced, be sure to thoroughly clean any residual glue from the feed pipes. 3. Replace the seal rings only if they are cut, swelled, or damaged. 4. Install the oil feed pipe assembly. Notice: Refer to Fastener Notice in Service Precautions. Locations Lower Rear Of The Engine Page 6080 C500 Body Harness To Left Front Door Harness Part 2 Page 4167 Page 1368 Right Rear Door Locations Left Side of HVAC Case Page 7351 Page 6846 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 4223 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 4054 Crankshaft Position (CKP) Sensor Page 3447 Left Rear Of Engine Page 871 Sunroof Switch Page 8417 If you are unsure who the PSC is, check with the Sales Manager. General Information 1. The first step is to verify if the OnStar(R) account is active or not. This can be done by pressing the blue OnStar(R) button and connecting to the OnStar(R) call center. Analog only accounts are no longer active. Only digital upgraded accounts will be active. On Gen 6 digital systems, a clear, or "dark" LED may indicate that the OnStar(R) system has been deactivated or may possibly have a no power/no communication condition. 2. If the account isn't active, the next step is to verify what version of OnStar(R) module is in the vehicle. This can be done via the Tech 2 (Body>VCIM>Module ID Information>Module Information 2) or by using www.onstarenrollment.com. 3. A Generation 5 or older analog module can be diagnosed by following the original electronic Service Information developed for the model year of the vehicle. Note: If the customer has an old analog module, the vehicle can be repaired by replacing the module, but the customer cannot have an active account without upgrading to a digital module. 4. Modules, antennas, brackets, and other equipment are in the same location, whether original analog production or digital upgrade. 5. An upgraded vehicle may also have a new vehicle communication interface module (VCIM) bracket. If it does, order the new bracket when replacing the bracket. Don't order the original bracket. The kit may also include a small wiring jumper cable. If it does, this jumper will be required for a new module replacement. Do not discard. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. Page 8276 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through the existing cable ties (C) if possible, otherwise, secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches lock. 6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring harness securing points and by the SRS unit (D). 6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel shelf. 6.15. Unplug the connectors (E) from the OnStar(R) control modules. 6.16. Remove the console (F) together with the OnStar(R) control modules. Page 3099 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Page 33 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 4719 Seals and Gaskets: By Symptom Technical Service Bulletin # 01-07-30-032E Date: 080929 A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Diagram Information and Instructions Accessory Delay Module: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 408 Page 2855 Body Control Module - C4 Part 4 Page 726 Steps 24 - 28 Page 3899 properly Page 5222 Page 4917 Transmission Mount: Service and Repair Transmission Mount Replacement - Front Transmission Mount Replacement - Front Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the front transaxle mount through bolt. 3. Remove the transaxle mount-to-transaxle attachment bolts. 4. Remove the transaxle mount from the vehicle. Installation Procedure Page 4141 Spark Plug: Testing and Inspection SPARK PLUG INSPECTION SPARK PLUG USAGE - Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. - Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling - colder plug - Pre-ignition causing spark plug and/or engine damage - hotter plug SPARK PLUG INSPECTION - Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. - Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. Locations Hazard Warning Switch: Locations Instrument Panel Page 5938 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 4092 Back Side Of Engine Specifications Valve Cover: Specifications Valve Rocker Arm Cover Bolt .............................................................................................................................................................. 10 Nm (89 inch lbs.) Page 4717 When Servicing transmissions with the new seal design, use the following precautions: ^ The outer diameter of the pump assembly and case bore must be clean and free of burrs or raised surfaces. Be aware of sharp edges that could damage the seal during installation. ^ The seal should be clean and dry before installation. It does not require lubrication for installation. ^ The seal should be inspected prior to installation for obvious damage. ^ It is preferable to hand-start the seal positioning the seal evenly around the case bore before installing the torque converter housing. ^ The seal can be easily removed by prying it out, typical of a pressed-on seal. ^ The seal may be reused, however a thorough inspection must be performed. Inspect the seal for the following conditions: ^ Distortion of the metal carrier or separation from the rubber seal. ^ A cut, deformed, or damaged seal. ^ Refer to the appropriate unit repair information in SI for seal removal and installation procedures. Parts Interchangeability Information In order to properly service the different designs, it is necessary to correctly identify and select corresponding parts for each level. This table provides a summary of the part usage for the different design levels. Page 5116 Heater Case/Cover Replacement Heater Core: Service and Repair Heater Case/Cover Replacement HEATER CORE COVER REPLACEMENT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. See: Heating and Air Conditioning/Housing Assembly HVAC/Service and Repair 2. Remove the lower center floor air outlet duct. 3. Remove the upper center floor air outlet duct screws. 4. Remove the upper center floor air outlet duct. 5. Drill out the heater core cover heat stakes. 6. Remove the heater core cover screws. 7. Remove the heater core cover. INSTALLATION PROCEDURE Locations Air Door Actuator / Motor: Locations Left Side of HVAC Case Locations Rear Of The Engine Compartment Page 4327 Page 2582 22. Snap fan shroud tabs into the radiator clips. 23. Remove the rope attached to the condenser and upper tie bar. 24. Install the upper radiator support brackets. Important: Do not allow the upper bracket to twist when tightening the screw or vibration may result. 25. Install the upper radiator support bracket bolts. ^ Tighten the bolts to 10 Nm (89 inch lbs.). 26. Install the upper transmission oil cooler pipe to the radiator. 27. Install the right headlamp. 28. Install the left headlamp. 29. Fill the coolant. Locations Left Rear Of Engine Page 5185 Page 3240 Steps 14-17 Page 5186 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Remove the automatic transaxle control assembly. 2. Disconnect the Shift Lock Control Solenoid connector from the solenoid. 3. Using a flat-blade screwdriver or similar tool pry the solenoid off of the ball-sockets on the solenoid plunger and solenoid body. 4. Remove the shift lock control solenoid. Installation Procedure Page 3057 Knock Sensor: Description and Operation KNOCK SENSOR (KS) SYSTEM DESCRIPTION PURPOSE The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. SENSOR DESCRIPTION This KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 5762 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 1748 Radiator Hose: Service and Repair Outlet Radiator Hose Replacement - Outlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the coolant. 2. Remove the air cleaner intake duct. 3. Reposition the radiator outlet hose clamp at the engine using the J 38185. 4. Remove the radiator outlet hose from the engine. 5. Raise the vehicle. Refer to Vehicle Lifting. 6. Remove the right front fender liner. 7. Remove the right radiator air deflector retainers. 8. Remove the right radiator air deflector. 9. Reposition the radiator outlet hose clamp at the radiator using the J 38185. 10. Remove the radiator outlet hose from the radiator. 11. Remove the radiator outlet hose clamps from the radiator outlet hose. Installation Procedure Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: Customer Interest Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Page 6551 Disclaimer Page 2282 Drive Belt: Testing and Inspection Drive Belt Rumbling Drive Belt Rumbling Diagnosis Test 1-3 Page 8455 Page 4992 Valve Body: Service and Repair Control Valve Body Replacement Removal Procedure 1. Remove the transaxle case side cover. 2. Remove the oil pump bolts and the oil pump assembly. 3. Remove the oil pump shaft. 4. Disconnect the wire harness connectors from the following components: ^ Pressure control solenoid ^ 1-2, 2-3 shift solenoids ^ TFP switch assembly ^ TCC solenoid Page 7573 12. Remove the right front fender liner. 13. Remove the right radiator air deflector retainers. 14. Remove the right radiator air deflector. 15. Remove the liquid line and compressor hose bolt from the condenser. 16. Remove the liquid line and compressor hose from the condenser. 17. Remove the liquid line from the rail clip. 18. Lower the vehicle. Steering/Suspension - Wheel Alignment Specifications Alignment: All Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Page 5313 Parts Information Parts required to complete this recall are to be obtained from General Motors Service Parts Operations (GMSPO). Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall Claim with the information shown. Customer Notification General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Dealer Recall Responsibility -- For US The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All Page 6067 Multiple Junction Connector: Diagrams C300 - C320 C300 Body Harness To Drivers Seat Harness Part 1 Page 3870 2. Inspect fuel neck sealing surface (1) for gouges or dents produced by accident or fuel nozzle damage. 3. Diagnose P0442 - Evaporative Emission (EVAP) System Small Leak Detected DTC. Refer to DTC P0442 - Evaporative Emission (EVAP) System Small Leak Detected Diagnostics in the Diagnostics Information and Procedures Section of SI for the appropriate vehicle. Brake Hose Replacement Brake Hose/Line: Service and Repair Brake Hose Replacement Front Brake Hose Replacement- Front Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Clean all dirt and foreign material from the brake hose ends and the brake pipe fitting. 4. Use a flare nut wrench on the brake pipe fitting (1) and a backup wrench on the brake hose (3) as shown. 5. Disconnect the brake pipe fitting (1) from the brake hose (3). Cap or plug the brake pipe fitting end and the brake hose end to prevent fluid loss and contamination. 6. Remove the brake hose retainer (2). 7. Remove the brake hose nut (4) attaching the hose to the strut. Page 2842 Body Control Module: Diagrams Body Control Module (BCM) C2 Body Control Module - C2 Part 1 Page 6835 Page 217 Labor Time Information Page 6423 C500 Body Harness To Left Front Door Harness Part 1 Page 753 Inflatable Restraint Sensing And Diagnostic Module: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The sensing and diagnostic module (SDM) is a microprocessor and the control center for the SIR system. This SDM has two fused power inputs; one fuse is for the battery voltage and the other fuse is for the ignition voltage. The SDM uses vehicle battery voltage as its main power input. The SDM then uses the vehicles GMLAN Serial Data Communication line and the ignition voltage logic input for enabling or disabling the SIR deployment loops. The SDM contains internal sensors along with several external sensors, if equipped, mounted at strategic locations on the vehicle. In the event of a collision, the SDM compares the signals from the internal and external sensors to a value stored in memory. When the generated signals exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags or seat belt pretensioners. If the force of the impact is not sufficient to warrant inflator module deployment, the SDM may still deploy the seat belt pretensioners. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator located in the IPC ON. As soon as three distinct deployment commands (representing different events) have been issued to any belt pretensioner, or the SDM commands any front and side air bag to deploy once, the SDM shall be considered to not be reusable. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON, notifying the driver that a malfunction exist. In the event that ignition positive voltage is lost during a collision, the SDM maintains a 23-volt loop reserve (23 VLR) for deployment of the air bags. It is important when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to 1 minute. Page 5387 OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 3202 Body Control Module (BCM) C3 Part 2 Page 6039 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 6807 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 8192 9. Erase the diagnostic trouble codes. 10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description. Page 2581 11. Install the fan wire harness connectors. 12. Install the radiator outlet hose to the radiator. 13. Reposition the radiator outlet hose clamp at the radiator using the J 38185. Important: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 14. Install the left radiator air deflector. 15. Install the left radiator air deflector retainers. 16. Install the right radiator air deflector. 17. Install the right radiator air deflector retainers. 18. Install the right front fender liner. 19. Install the lower radiator air deflector. 20. Install the lower radiator air deflector retainers. 21. Lower the vehicle. Page 4760 Page 1743 12. Install the suction hose and liquid line to the TXV. 13. Install the suction hose and liquid line nut to the TXV. Tighten Tighten the nut to 20 N.m (15 lb ft). 14. Install the liquid line to the dash clip. 15. Install the suction hose to the dash clip. 16. Install the air cleaner assembly. 17. Install the liquid line bracket bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 18. Install the refrigerant pressure sensor. Tighten Tighten the bolt to 5 N.m (44 lb in). 19. Install the refrigerant pressure sensor wire harness connector. 20. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 21. Leak test the fittings using the J 39400-A. 22. Install the surge tank to the surge tank bracket. Page 5029 Notice: Refer to Fastener Notice in Service Precautions. 6. Install a new wheel drive shaft nut. Insert a drift or a flat-bladed tool into the caliper and the rotor to prevent the rotor from turning. Tighten the nut to 215 Nm (159 ft. lbs.). 7. Install the wheel and the tire. 8. Lower the vehicle. 9. Inspect the transaxle fluid level. 10. Inspect the wheel alignment. Page 7435 HVAC Control Module C1 - Part 2 Page 5911 Engine - Drive Belt, High RPM Squealing Noise Drive Belt: All Technical Service Bulletins Engine - Drive Belt, High RPM Squealing Noise Bulletin No.: 05-06-01-009B Date: February 08, 2006 TECHNICAL Subject: LX9 Serpentine Drive Belt Assembly Squeals at Higher RPM and May Emit an Odor (Replace Serpentine Drive Belt Assembly) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 with 3.5L V6 Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being revised to update the VIN number. Please discard Corporate Bulletin Number 05-06-01-009A (Section 06 - Engine). Condition Some customers may comment that the serpentine drive belt assembly on the 3.5L LX9 engine may squeal at higher rpm (3500-4000 RPM) range, or at before shift point(s). There may also be an odor emitted from the serpentine drive belt under certain driving conditions. Cause There has been a material change to the engine serpentine drive belt assembly. Correction Replace the engine serpentine drive belt assembly with PIN 12591059. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 4469 2. Once the valve is removed, inspect for any scratching or scoring. 3. If any scratching or scoring is found, then the fingernail test will need to be performed. Important: It has been found that in most cases that the scratches are not severe enough to catch your fingernail. 4. Using your fingernail, move over any scratches to see if your nail will catch on the scratch or score. - If your nail catches in the scratches, the valve will need to be replaced. - If your nail does not catch in the scratches, continue with the next step. 6. Important: Clean the valve body with the machined side down so debris may escape. 7. Clean the valve and bore using brake cleaner. 8. Blow off with shop air. 9. To verify free movement of the valve, dip the valve into clean ATF and install the valve back into the appropriate bore. The valve should move freely. If the valve moves freely, in most cases the valve body will function properly when reinstalled. 10. Reassemble and retest Warranty Information For vehicles repaired under warranty, use the table. Page 4774 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 6073 C319 Body Harness To Left Inflatable Restraint Side Impact Module Jumper Harness Specifications Oil Pan: Specifications Oil Pan Bolt .......................................................................................................................................... .................................................... 25 Nm (18 ft. lbs.) Oil Pan Drain Plug ............................................ ........................................................................................................................................ 25 Nm (18 ft. lbs.) Oil Pan Side Bolt .......................................................................................................................... ............................................................ 50 Nm (37 ft. lbs.) Page 8164 Locations Knock Sensor: Locations Lower Left Front Of Engine Page 1320 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 4701 For vehicles repaired under warranty, use the table. Disclaimer Page 3602 Last Test Fail: Indicates that this DTC failed the last time the test ran. MIL Request: Indicates that this DTC is currently requesting the malfunction indicator lamp (MIL). This selection will report type B DTCs only when they have requested the MIL (failed twice). Test Fail SCC (Test Failed Since Code Clear): Indicates that this DTC that has reported a failure since the last time DTCs were cleared. History: Indicates that the DTC is stored in the powertrain control module (PCM) History memory. Type B DTCs will not appear in History until they have requested the MIL (failed twice). History will be displayed for all type A DTCs and type B DTCs (which have requested the MIL) that have failed within the last 40 warm-up cycles. Type C DTCs that have failed within the last 40 warm-up cycles will also appear in History Not Run SCC (Not Run Since Code Clear): DTCs will be listed in this category if the diagnostic has not run since DTCs were last cleared. This status is not included with the DTC display since the DTC can not be set if the diagnostic has not run. This information is displayed when DTC Info is requested using the scan tool. Page 8029 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 1211 Top Right Side Of Engine Locations Knock Sensor: Locations Lower Left Front Of Engine Page 6568 For vehicles repaired under warranty, use the table. Disclaimer Page 7197 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 4159 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Remove the automatic transaxle control assembly. 2. Disconnect the Shift Lock Control Solenoid connector from the solenoid. 3. Using a flat-blade screwdriver or similar tool pry the solenoid off of the ball-sockets on the solenoid plunger and solenoid body. 4. Remove the shift lock control solenoid. Installation Procedure Page 4424 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 7748 29. Bend flat the twisted connection. 30. Secure and insulate the connection using electrical tape. 31. Twist together, bend, and tape the remaining connector wire lead to the remaining deployment wire. 32. Connect the deployment harness to the left seat belt pretensioner yellow connector. 33. Route the deployment harness out of the driver side of the vehicle. 34. Disconnect the left/driver roof rail module yellow harness connector (2). Page 7659 A/C Refrigerant Pressure Sensor Page 1327 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 4449 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 2379 13. Remove the upper intake manifold. 14. Remove the upper intake manifold gaskets 15. If replacing the upper intake manifold, remove the throttle body. 16. Clean the upper intake gasket mating surfaces. Installation Procedure 1. If removed, install the throttle body. 2. Install the upper intake manifold gaskets. 3. Install the upper intake manifold. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the right upper intake manifold bolts and the stud. ^ Tighten the bolts and the stud to 25 Nm (18 ft. lbs.). 5. Install the EGR valve. Page 2827 Body Control Module (BCM) C3 Part 1 Page 5179 Page 6863 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 8473 8.5. Close the luggage compartment floor. 9. Fold down the left-hand rear side hatch in the luggage compartment. 10. M03: Replace the optic cable on the left-hand rear side: 10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A). 10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable. 10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the connector and disconnect the optic cable coming from the OnStar(R) control modules. Page 8178 Important: Secure the wiring harness so that there is no risk of chafing and rattling. 9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 10. Install the ground cable to the battery's negative terminal. 11. Clear the diagnostic trouble codes. 12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical description. 2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV 2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV Notice: Handle the fiber optic cables with care or the signal may be distorted. ^ It is very important that the two leads in the connector are not confused with one another. ^ Do not splice the cables. ^ Do not bend the cable in a radius smaller than 25 mm (1 in). ^ Do not expose the cable to temperatures exceeding 185°F (85°C). ^ Keep the cable ends free from dirt and grime. ^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby reducing the intensity of the light and causing possible communication interruptions. ^ The cable should not lie against any sharp edges as this may cause increased signal attenuation. 1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove. 2. Remove the ground cable from the battery's negative terminal. 3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: Page 8452 Page 8424 ^ An OnStar(R) Call Center button press WILL NOT connect the vehicle with OnStar(R). The vehicle must be upgraded to reactivate the account. The customer will hear a demo message stating that there is not a current OnStar(R) subscription for the vehicle. The message will also instruct the customer how to upgrade and reactivate services. ^ OnStar(R) personal calling (OPC) will not be available, as this feature requires the customer to have a current OnStar(R) account. Attempts to use this feature will result in cellular connection failure messages and the inability to connect to the number dialed. Note For deactivated vehicles, a no connect response should be considered normal system operation. Further diagnosis and subsequent repair is only necessary should the customer elect to become an active OnStar(R) subscriber and upgrade the account subscription. OnStar(R) Cellular, GPS, and Diagnostic Limitations The proper operation of the OnStar(R) System is dependent on several elements outside the components integrated into the vehicle. These include the National Cellular Network Infrastructure, the cellular telephone carriers within the network, and the GPS. The cellular operation of the OnStar(R) system may be inhibited by factors such as the users range from a digital cellular tower, the state of the cellular carrier's equipment, and the location where the call is placed. Making an OnStar(R) key press in areas that lack sufficient cellular coverage or have a temporary equipment failure will result in either the inability of a call to complete with a data transfer or the complete inability to connect to the OnStar(R) Call Center. The OnStar(R) system may also experience connection issues if the identification numbers for the module, station identification number (STID), electronic serial number (ESN) or manufacturers electronic ID (MEID), are not recognized by the cellular carriers local signal receiving towers. The satellites that orbit earth providing the OnStar system with GPS data have almost no failures associated with them. In the event of a no GPS concern, the failure will likely lie with the inability of the system to gain GPS signals because of its location, i.e. in a parking structure, hardware failure, or being mistaken with an OnStar(R) call which has reached the Call Center without vehicle data. During diagnostic testing of the OnStar(R) system, the technician should ensure the vehicle is located in an area that has a clear unobstructed view of the open sky, and preferably, an area where digital cellular calls have been successfully placed. These areas can be found by successfully making an OnStar(R) keypress in a known good OnStar(R) equipped vehicle and confirming success with the OnStar(R) Call Center advisor. Such places can be used as a permanent reference for future OnStar(R) testing. Mobile Identification Number and Mobile Directory Number The vehicle communication interface module (VCIM) utilizes 2 numbers for cellular device identification, call routing and connection. They are: ^ A mobile identification number (MIN) ^ A mobile directory number (MDN) Note The MIN represents the number used by the cellular carrier for call routing purposes. The MDN represents the number dialed to reach the cellular device. Diagnostic Information Symptoms - Cellular Communication The following steps must be completed before using the symptom table. 1. Perform the Diagnostic System Check - Vehicle, before using the Symptom Tables in order to verify that the following are true: ^ There are no DTCs set. ^ The control modules can communicate via the serial data link. 2. Review the system operation in order to familiarize yourself with the system functions. Refer to Radio/Audio System Description and Operation in SI. Diagnostic Starting Point - Displays and Gages Begin the displays and gages system diagnosis with Diagnostic System Check - Vehicle or the audible warning system diagnosis with Diagnostic System Page 8472 8.2. Remove the console (A) together with the OnStar(R) control modules. 8.3. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). Page 169 Page 6107 C319 Body Harness To Left Inflatable Restraint Side Impact Module Jumper Harness Page 1778 Fluid - A/T: Service and Repair TRANSAXLE FLUID CHECKING PROCEDURE The fluid level screw is intended to be used for diagnosing a transaxle fluid leak or resetting the transaxle fluid level after service that involves a loss of fluid. Inspect The fluid level should be checked when the transaxle is near Room temperature or at 40°C (104°F). CAUTION: Removal of the fluid level screw when the transaxle fluid is hot may cause injury. Use care to avoid contact of transaxle fluid to exhaust pipe. The engine must be running when the transaxle fluid level screw is removed, or excessive fluid loss will occur. Since the actual fluid level is unknown, stand clear when removing the fluid level screw. Have a container ready to capture any lost fluid. WARNING: Do not turn the engine off with the fluid level screw removed as you can be injured by hot transaxle fluid being expelled out of the fluid check hole. 1. Let vehicle idle for three to five minutes with accessories off. 2. Apply brake 3. Move shift lever through all gear ranges, pausing three seconds in each range. 4. Place shift lever in Park. Important: Vehicle must be kept level on the hoist. 5. Raise vehicle on hoist. 6. Place oil container under fluid level screw. 7. Remove the fluid level screw with the engine running at idle. 8. Fluid level should be at the bottom of the fluid check hole. Because the transaxle operates correctly over a range of fluid levels, fluid may or may not drain out of the fluid check hole when the fluid level screw is removed. If fluid drains through the fluid check hole, this transaxle may have been overfilled. When fluid stops draining, the fluid level is correct and the fluid level screw may be installed. If fluid does not drain through the fluid check hole, the transaxle fluid level may be low. Proceed to ADDING TRANSAXLE FLUID. 9. Install fluid level screw. Tighten 12 Nm (106 lb. in.) 10. Lower vehicle. 11. Shut off engine. Adding Transaxle Fluid: With the engine running, add fluid at the vent cap location in half liter (1 pint) increments until fluid drains through the fluid check hole. Allow the fluid to finish draining through the fluid check hole. 1. Install fluid level screw. Tighten 12 Nm (106 lb. in.) 2. Lower vehicle. Page 7520 8. Remove the heater core. INSTALLATION PROCEDURE 1. Install the heater core. 2. Install the heater core cover. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the heater core cover screws. Page 5494 Page 89 switch lighting connector. 3.3. Undo the floor console's retaining bolts (C). 3.4. Take out the rear ashtray/cover (D). 3.5. Remove the screw (E) for the rear cover. 3.6. Remove the floor console's retaining nuts (E). 3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly. 3.8. If required, detach the switch for the rear seat heater and unplug the connector. 4. Remove the switch and the floor console: 4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the window lift module's connector. 4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console. 5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: 5.1. Unplug the SRS control module's connector (A). Page 3025 Top Right Side Of Engine Page 5344 11. Remove the 4 insulator bolts on the brake pressure modulator valve bracket. 12. Remove the brake modulator valve from modulator bracket by pulling straight up. Installation Procedure Important: When installing a new brake modulator assembly, do NOT remove the shipping plugs from the pipe ports until after installation into the vehicle. 1. Install the brake modulator valve to the modulator bracket. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 brake pressure modulator valve bracket insulator bolts. ^ Tighten the bolts to 10 Nm (86 inch lbs.). Page 657 Body Control Module - C2 Part 2 Page 5601 Important: Install a rubber cap or plug to the exposed brake pipe fitting end in order to prevent brake fluid loss and contamination. 4. Plug the open brake pipe fitting ends. 5. Remove the 2 master cylinder mounting nuts. 6. Remove the master cylinder, ensure the master cylinder-to-vacuum brake booster seal for damage. Replace seal if necessary. 7. Remove the reservoir from the master cylinder if it is to be reused on a replacement master cylinder. Installation Procedure 1. Install the brake master cylinder reservoir to the master cylinder if it was removed previously. 2. Bench bleed the master cylinder. 3. Check to ensure that the master cylinder-to-vacuum brake booster seal is properly seated on the master cylinder barrel. 4. Install the master cylinder to the vacuum brake booster. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the 2 brake master cylinder mounting nuts. ^ Tighten the 2 brake master cylinder mounting nuts to 25 Nm (18 ft. lbs.). 6. Remove the plugs from the brake pipes. Page 4306 When installing the Recall Identification Label be sure to pull the tab to allow the adhesion of the clear protective covering. Additional Recall Identification Labels for US dealers can be obtained from Dealer Support Materials by either ordering on the web from DWD Store. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall claim with the information shown. Refer to the General Motors WINS claim Processing Manual for details on Product Recall claim Submission. Customer Notification Customers will be notified of this recall on their vehicles by General Motors (see copy customer letter shown in this bulletin). In order to ensure full protection under the emission warranty, and the right to participate in future recalls, the customer notification letter recommends that customers have their vehicles serviced as soon as possible. It also advises that failure to do so could legally be determined to be lack of proper maintenance. The vehicle may fail a state or local emission inspection test if the recall work is not completed. Dealer Recall Responsibility All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. This could be done by mailing to such customers a copy of the customer letter shown in this bulletin. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. When a California emissions recall is completed by a GM dealer, the dealer must provide the vehicle owner a "Proof Of Correction Certificate" which the owner may need to present to the California Department Of Motor Vehicles (DMV) when renewing their vehicle registration. Without this correction certificate, the owner may be unable to renew their vehicle registration. Additional Certificates can be obtained, at no charge, from Dealer Support Materials. Disclaimer Locations Rear Roof Rail - Sedan Page 1878 Fuse Block - Rear C1 Part 6 Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Page 3522 Body Control Module (BCM) C2 Part 1 Electrical - Various Electrical Systems Malfunctions Body Control Module: All Technical Service Bulletins Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 5452 14. Remove the brake caliper guide pin bolts (2). 15. Remove the brake caliper from the caliper bracket. 16. Inspect the brake caliper guide pins for freedom of movement, and inspect the condition of the guide pin boots. Move the guide pins inboard and outboard within the bracket bores, without disengaging the slides from the boots, and observe for the following: ^ Restricted caliper guide pin movement ^ Looseness in the brake caliper mounting bracket ^ Seized or binding caliper guide pins ^ Split or torn boots 17. If any of the conditions listed are found, the brake caliper guide pins and/or boots require replacement. Installation Procedure 1. Install the brake caliper to the brake caliper bracket. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the brake caliper guide pin bolts (2). ^ Tighten the bolts to 35 Nm (26 ft. lbs.). Page 4776 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 704 Powertrain Control Module (PCM) C2 Part 2 Page 1046 Page 5133 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 1097 Hood Ajar Switch (with RPO Code AP3) Page 534 Control Module HVAC: Description and Operation HVAC SYSTEM - MANUAL AIR DELIVERY HVAC CONTROL MODULE The HVAC control module is a non-GMLAN device that interfaces between the operator and the HVAC system to maintain air temperature and distribution settings. The battery positive and ignition 3 voltage circuits provide power to the control module. The HVAC control module during defrost mode will change the a/c compressor LED status from on to off. The control head displays recirc, outside air, a/c and rear defrost feedback status through LED indicators. The HVAC control head will display NO COMMUNICATION when checking DTCs or doing a vehicle diagnostic system check refer to Diagnostic Trouble Code (DTC) List - Vehicle and Diagnostic System Check Vehicle in Vehicle DTC Information. The control module supports the features as shown in the table. HVAC SYSTEM - AUTOMATIC HVAC CONTROL MODULE The HVAC control module is a GMLAN device that interfaces between the operator and the HVAC system to maintain air temperature and distribution settings. The control module communicates on the low-speed data bus. The battery positive voltage circuit provides power that the control module uses for keep alive memory (KAM). If the battery positive voltage circuit loses power, then all HVAC DTCs and settings will be erased from KAM. The temperature display reading at the control head can be converted from °C to °F by pressing the Auto button for a minimum of 3 seconds. The ignition 3 voltage circuit provides a device on signal. The control module supports the features as shown in the table. BLOWER MOTOR CONTROL PROCESSOR The blower motor control processor is an interface between the HVAC control module and the blower motor. The blower motor speed control, battery positive voltage and ground circuits enable the control processor to operate. The HVAC control module provides a pulse width modulation (PWM) signal to the control processor in order to command the blower motor speed. The processor supplies 12 volts to the blower motor through the blower motor voltage supply circuit. The control processor uses the blower motor ground as a low side control to adjust the blower motor speed. Page 2664 1. Install the radiator outlet hose clamps to the radiator outlet hose. 2. Install the radiator outlet hose to the radiator. 3. Reposition the radiator outlet hose clamp at the radiator using the J 38185. Important: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 4. Install the right radiator air deflector. 5. Install the right radiator air deflector retainers. 6. Install the right front fender liner. 7. Lower the vehicle. 8. Install the radiator outlet hose to the engine. 9. Reposition the radiator outlet hose clamp at the engine using the J38185. 10. Install the air cleaner intake duct. Page 2886 Powertrain Control Module (PCM) C1 Part 2 Page 3405 Scan Tool Does Not Power Up SCAN TOOL DOES NOT POWER UP CIRCUIT DESCRIPTION The data link connector (DLC) is a standardized 16 cavity connector. Connector design and location is dictated by an industry-wide standard, and is required to provide the following: Scan tool power battery positive voltage at terminal 16 - Scan tool power ground at terminal 4 - Common signal ground at terminal 5 The scan tool will power up with the ignition OFF. Some modules, however, will not communicate unless the ignition is ON and the power mode master (PMM) module sends the appropriate power mode message. TEST DESCRIPTION Steps 1-3 Front Wheel Bearing: Service and Repair Front Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Removal Removal Procedure 1. Raise the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft nut. 4. Remove the brake rotor. 5. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 6. Remove the wheel speed sensor connector from the bracket by depressing the locking tabs, if equipped with ABS. Notice: Avoid tool contact to the outer constant velocity boot seal when removing the wheel bearing mounting bolts. Failure to observe this notice may result in damage to the CV boot. 7. Remove the 3 hub and bearing assembly bolts. 8. Install the J 42129 to the hub and bearing assembly in order to remove the hub and bearing assembly from the wheel drive shaft. Page 1088 Turn Signal Switch: Diagrams Turn Signal/Multifunction Switch - C1 Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Bulletin No.: 05-06-02-002B Date: January 18, 2008 INFORMATION Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6 Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn) 1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008 Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X *EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 05-06-02-002A (Section 06 - Engine/Propulsion System). Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional (green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R) system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the leak detection dye which alters the color of the DEX-COOL(R) coolant. A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220) should be used. The new leak detection dye can be used with both conventional and DEX-COOL(R) coolant. Disclaimer Page 5223 Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: All Technical Service Bulletins Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 8190 4.2. Release the back end of the connector (C) and remove from the contact rail (D). 4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.5. Assemble the contact rail and end. 4.6. Connect connector (A) and secure the cable using a cable tie (B). 5. Assemble the gear shift housing (A). AUT: Connect connector (B). 6. Assemble the center console, see WIS - Body - Interior. 7. Remove the OnStar(R) control module and secure the cable harness: 7.1. 5D: Remove the right-hand cover from the luggage compartment floor. Page 3527 Body Control Module (BCM) C2 Part 6 Page 5083 9. Remove the hub and bearing assembly from the steering knuckle. Installation Procedure 1. Install the hub and bearing assembly to the steering knuckle. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 3 hub and bearing assembly bolts. ^ Tighten the hub and bearing assembly bolts to 115 Nm (85 ft. lbs.). 3. Install the wheel speed sensor connector into the bracket until the locking tabs click into place, if equipped with ABS. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. Emissions - EVAP Damage Prevention On Vehicle Hoist Vehicle Lifting: Technical Service Bulletins Emissions - EVAP Damage Prevention On Vehicle Hoist INFORMATION Bulletin No.: 05-06-04-004E Date: May 29, 2009 Subject: Information to Avoid Damaging EVAP Canister and Setting DTCs P0442/P0455 When Hoisting Vehicle Models: 2004-2007 Chevrolet Malibu MAXX 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn AURA .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 05-06-04-004D (Section 06 Engine). .............................................................................................................................................................. .................................................................................. A review of warranty repair orders and parts returned to GM for analysis suggests that EVAP canisters are being damaged when the vehicle is being put up on a hoist for service. Incorrect placement of the hoist pads may cause a crack/leak in the EVAP canister plastic and eventually set one or both of the following DTCs: - DTC P0442 - small EVAP leak detected - DTC P0455 - large EVAP leak detected To avoid this situation, particularly when using the type of hoist where the arms swing in and the pick up pads swivel, be sure of the placement of the pick up pads. If the pick up pads are not positioned correctly to the underbody pick up areas, this type of damage may occur. Lifting Points (2008 Chevrolet Malibu Shown, Other Vehicles Similar) Lifting Pad Body Seam - DO NOT Lift Here EVAP Canister - DO NOT Lift Here For additional information and detail, refer to Lifting and Jacking the Vehicle in SI. Specifications Page 3256 Camshaft Position (CMP) Sensor Page 6767 6. Hold the tilt lever, with light pressure, against the cam follower. ^ Actuate the lever to position against closed stop detent. Lever handle should be approximately parallel with the work surface. Note: Refer to Fastener Notice. 7. Continue to maintain light pressure on the tilt lever and tighten the nut. Tighten Tighten the torque prevailing nut until stamping surfaces are drawn together to 5.5 N.m (49 lb in). 8. Actuate the tilt lever to OPEN and CLOSED position several times while holding the tilt bracket in the proper alignment. 9. Adjust the nut torque until the load on the tilt lever handle is approximately 55 N.m (41 lb ft) to fully close lever. ^ Using a tool such as a mechanical force gage compare with a similar vehicle to confirm proper tilt lever closing force. 10. Compare with a similar vehicle to confirm proper tilt lever closing force. Caution: ^ In order to ensure function of the steering column in a vehicle during a crash and in order to avoid personal injury to the driver, perform the following: ^ Tighten the steering column lower fasteners before you tighten the steering column upper fasteners. Failure to do this can damage the steering column. ^ Tighten the steering column fasteners to the specified torque. Overtightening the upper steering column fasteners could affect the steering column collapse. 11. Tighten the steering column fasteners in the following sequence: Tighten Tighten the lower steering column mounting thru bolt to 27 N.m (20 lb ft). 12. Tighten the left side upper steering column mounting bolt to 27 N.m (20 lb ft). 13. Tighten the right side upper steering column mounting bolt to 27 N.m (20 lb ft). 14. Install the steering column knee bolster. Refer to Knee Bolster Replacement. Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Page 5437 Disclaimer Page 2577 15. Remove the left radiator air deflector retainers. 16. Remove the left radiator air deflector. 17. Reposition the radiator outlet hose clamp at the radiator using the J 38185. 18. Remove the radiator outlet hose from the radiator. 19. Remove the fan wire harness connectors. 20. Remove the lower radiator support bracket bolts. 21. Remove the lower radiator support brackets. 22. Place a drain pan under the transmission oil cooler pipes. 23. Remove the transmission oil cooler pipes attachment nut from the transmission. 24. Remove both transmission oil cooler pipes from the transmission. Page 5153 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 83 Involved are certain vehicles within the VIN breakpoints shown above. PARTS INFORMATION -- Saab US Only Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Page 263 ^ An OnStar(R) Call Center button press WILL NOT connect the vehicle with OnStar(R). The vehicle must be upgraded to reactivate the account. The customer will hear a demo message stating that there is not a current OnStar(R) subscription for the vehicle. The message will also instruct the customer how to upgrade and reactivate services. ^ OnStar(R) personal calling (OPC) will not be available, as this feature requires the customer to have a current OnStar(R) account. Attempts to use this feature will result in cellular connection failure messages and the inability to connect to the number dialed. Note For deactivated vehicles, a no connect response should be considered normal system operation. Further diagnosis and subsequent repair is only necessary should the customer elect to become an active OnStar(R) subscriber and upgrade the account subscription. OnStar(R) Cellular, GPS, and Diagnostic Limitations The proper operation of the OnStar(R) System is dependent on several elements outside the components integrated into the vehicle. These include the National Cellular Network Infrastructure, the cellular telephone carriers within the network, and the GPS. The cellular operation of the OnStar(R) system may be inhibited by factors such as the users range from a digital cellular tower, the state of the cellular carrier's equipment, and the location where the call is placed. Making an OnStar(R) key press in areas that lack sufficient cellular coverage or have a temporary equipment failure will result in either the inability of a call to complete with a data transfer or the complete inability to connect to the OnStar(R) Call Center. The OnStar(R) system may also experience connection issues if the identification numbers for the module, station identification number (STID), electronic serial number (ESN) or manufacturers electronic ID (MEID), are not recognized by the cellular carriers local signal receiving towers. The satellites that orbit earth providing the OnStar system with GPS data have almost no failures associated with them. In the event of a no GPS concern, the failure will likely lie with the inability of the system to gain GPS signals because of its location, i.e. in a parking structure, hardware failure, or being mistaken with an OnStar(R) call which has reached the Call Center without vehicle data. During diagnostic testing of the OnStar(R) system, the technician should ensure the vehicle is located in an area that has a clear unobstructed view of the open sky, and preferably, an area where digital cellular calls have been successfully placed. These areas can be found by successfully making an OnStar(R) keypress in a known good OnStar(R) equipped vehicle and confirming success with the OnStar(R) Call Center advisor. Such places can be used as a permanent reference for future OnStar(R) testing. Mobile Identification Number and Mobile Directory Number The vehicle communication interface module (VCIM) utilizes 2 numbers for cellular device identification, call routing and connection. They are: ^ A mobile identification number (MIN) ^ A mobile directory number (MDN) Note The MIN represents the number used by the cellular carrier for call routing purposes. The MDN represents the number dialed to reach the cellular device. Diagnostic Information Symptoms - Cellular Communication The following steps must be completed before using the symptom table. 1. Perform the Diagnostic System Check - Vehicle, before using the Symptom Tables in order to verify that the following are true: ^ There are no DTCs set. ^ The control modules can communicate via the serial data link. 2. Review the system operation in order to familiarize yourself with the system functions. Refer to Radio/Audio System Description and Operation in SI. Diagnostic Starting Point - Displays and Gages Begin the displays and gages system diagnosis with Diagnostic System Check - Vehicle or the audible warning system diagnosis with Diagnostic System Page 7977 Impact Sensor: Description and Operation INFLATABLE RESTRAINT FRONT END SENSORS The front end sensor, also known as the electronic frontal sensor (EFS), is equipped on vehicles to supplement the SIR system performance. The EFS is an electronic sensor and is not part of the deployment loops, but instead provides an input to the SDM. The EFS can assist in determining the severity of some frontal collisions. The SDM contains a microprocessor which performs calculations using the measured accelerations and compares these calculations to a value stored in memory. When the generated calculations exceed the stored value, the SDM will cause current to flow through the frontal deployment loops deploying the frontal air bags. INFLATABLE RESTRAINT SIDE IMPACT SENSOR (SIS) The side impact sensor (SIS) contains a sensing device which monitors vehicle acceleration and velocity changes to detect side collisions that are severe enough to warrant air bag deployment. The SIS is not part of the deployment loop, but instead provides an input to the SDM. The SDM contains a microprocessor that performs calculations using the measured accelerations and compares these calculations to a value stored in memory. When the generated calculations exceed the stored value, the SDM will cause current to flow through the deployment loops deploying the side air bags. Page 6317 Fuse Block - Rear C2 Part 2 Page 6150 Relay Box: Application and ID Underhood Junction Block Location View Application Table Part 1 Page 6446 C300 Body Harness To Drivers Seat Harness Part 2 Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Page 6440 C208 I/P Harness To Body Harness Page 6095 C207 I/P Harness To Body Harness Part 3 Locations Relay Box: Locations Left Side Of Core Support The Fuse/Relay Block is located under the hood in the junction block. Page 156 Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. This DTC cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U0140 - U0184 Circuit Description Modules connected to the GMLAN serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. When the module detects one of the following conditions on the GMLAN serial data circuit, a DTC will set. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. Conditions for Setting the DTCs Diagnostic algorithms are designed so that a single point failure within a particular node shall result in a single DTC/FTB combination being set. Any recognized faults shall generate one DTC. Recognized faults may include but are not limited to the following: ^ Open or shorted condition on an I/O Circuit outside of normal operation of that circuit. ^ Erratic signal of a circuit, outside of normal operation, which can be readily and repeatedly recognized as erratic. ^ A condition, outside of normal operation, which causes a customer perception of a performance problem. ^ A condition whether hardware or data link error, which causes a device to operate in a default or fail soft mode. ^ A condition which changes or limits system performance. ^ Network supervision/signal supervision errors. ^ ECU Internal errors. ^ Criteria determined by legislation. An initialization or shutdown self-test shall be performed and may include but is not limited to the following: ^ RAM check ^ ROM/EEPROM/Flash check Page 1585 - Reduced ignition system voltage output - Weak coils - Worn ignition wires - Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. - Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 6900 Steering Shaft: Service and Repair Intermediate Steering Shaft Replacement ^ Tools Required J 42640 Steering Column Lock Pin Removal Procedure Important: The steering column lever MUST be in the LOCK (FULL UP) position before disconnecting the following components: ^ The steering column ^ The intermediate steering shaft Notice: The wheels of the vehicle must be straight ahead and the steering column in the LOCK position before disconnecting the steering column or intermediate shaft from the steering gear. Failure to do so will cause the SIR coil assembly to become uncentered, which may cause damage to the coil assembly. 1. Insert J 42640 into the steering column access hole in order to lock the steering column. This will maintain the correct orientation. 2. Raise and support the vehicle. 3. Remove the left front tire. 4. Remove the intermediate shaft to steering gear pinch bolt. Discard the bolt. 5. Disconnect the intermediate shaft from the steering gear. 6. Lower the vehicle. Page 6727 8. Connect the roof rail module-left connector to the vehicle harness connector. 9. Install the CPA to the roof rail module-left connector. 10. Install the garnish molding to the left upper lock pillar. 11. Connect the I/P module connector (1) to the vehicle harness connector (2). 12. Install the CPA to the I/P module connector (1). 13. Install the passenger/right outer trim cover to the instrument Panel (I/P) (3). 14. Connect the seat belt pretensioner-RF connector. 15. Install the CPA to the seat belt pretensioner-RF connector. 16. Install the right lower center pillar trim. Page 2474 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS SYSTEM DESCRIPTION The powertrain control module (PCM) enables the fuel pump relay when the ignition switch is turned ON. The PCM will disable the fuel pump relay within 2 seconds unless the PCM detects ignition reference pulses. The PCM continues to enable the fuel pump relay as long as ignition reference pulses are detected. The PCM disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions (EVAP). The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contain a flow check valve. the check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. TEST Steps 1 - 2 Page 2636 For vehicles repaired under warranty, use the table. Disclaimer Page 6828 SIR Disabling and Enabling Zones Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zones SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration below, to identify the specific zone or zones in which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. Page 31 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 6325 Fuse Block - Underhood C1 Part 2 Page 824 Right Front Door Page 7771 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 5 Page 645 Body Control Module (BCM) C4 Part 1 Page 213 5. Choose the outstanding core you wish to process, by selecting the Virtual Core Button on the far right side of the screen. 6. Enter the information in the required fields and select the submit button. Record the confirmation number. Canadian Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto https://adt.onstar.gm.mass.ca and enter information as prompted. All Dealers If the website indicates that the VCIM needs to be physically returned to the distributor, please use the pre-paid shipping label that was included in the kit to return the removed VCIM. Important: To avoid a $250 core non-return charge, you must do one of the following within 30 days of kit shipment: 1. Submit the necessary VCIM data through the website, as indicated above. 2. Mail the removed core from the customer's vehicle back to the distributor. 3. Return the unused digital upgrade kit back to the distributor using the pre-paid shipping label that is included in the kit box. Returning the Upgraded Vehicle to the Customer Returning the Upgraded Vehicle to the Customer 1. Place the new OnStar Subscriber Information (Owner's Manual kit) in the customer's vehicle where they can review some of the new features of the Digital-Capable system. The continuous digit dialing feature should be highlighted to the customer to avoid a return to the dealership for dialing instructions. Advise the customer to discard any existing OnStar(R) Owner's Manuals that may be in the vehicle. 2. Have the Service Advisor, Service Manager or Sales Consultant review the new OnStar(R) Hands-Free Calling procedure with the customer. The customer is uses to their analog OnStar(R) Hands-Free Calling system, which uses individual digit dial to make a call. The Generation 6 Digital-Capable system uses continuous digit dial, and the customer needs to be made aware of this change. 3. U.S. Dealers Only: Staple the "Tip Sheet - OnStar(R) Generation 6 Digitally-Capable System", that was included in the kit, to the customer's copy of the repair order. This tip sheet will help your customer better understand their new OnStar(R) system. 4. Canadian Dealers Only: Refer the customer to the Hands-Free Calling Quick Review Card from the new OnStar(R) Owner's Manual kit for help with the new dialing procedure. 5. Fill out the form entitled "GM Limited Warranty for Upgraded OnStar(R) Digital Equipment Program Participants" and staple a copy of this to the customer's repair order. You may want to keep a copy for your records. 6. Encourage your customer to press their blue OnStar(R) button the next day. The OnStar(R) Advisor will be able to review some of the new features of their digital OnStar(R) system. Closing the Onstar(R) Upgrade Exchange Closing the OnStar(R) Upgrade Exchange 1. Collect payment from the customer. Your dealership's open account (sales) will be charged for the cost of the chosen subscription plan, any applicable subscription taxes, and the $15 upgrade charge after the vehicle has been configured through the TIS2WEB process. 2. None of the costs associated with the OnStar Digital Upgrade program may be claimed as a GM goodwill event. These costs must be paid by the customer, and may not be included in any goodwill offered to the customer. GM employees or representatives or field personnel are not able to offer goodwill for this program. If the dealership decides to pay for the upgrade for their customer, be aware that your GM or OnStar(R) contact will not be able to reimburse you for this cost. 3. Use labor code Z2096 to submit your claim for the labor time published below plus 0.2 hr Administrative Allowance and an additional $20.00 Net Amount. ^ For all dealer claim submissions (excluding U.S. Saturn), use Complaint Code MH - Technical Bulletin, and Failure Code 93 - Technical Service Bulletin. Page 2081 Wheels: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Torque Limiting Socket Set Removal Procedure 1. Raise and support the vehicle. 2. Remove the wheel center cap, if equipped. 3. Remove the wheel nut caps, if equipped. 4. Mark the relationship of the wheel to the hub. 5. Remove the wheel nuts. Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident Notice: Removing the wheel may be difficult because of foreign materials or a tight fit between the wheel and the hub/rotor. Slightly tap the tire side wall with a rubber mallet in order to remove the wheel. Failure to Follow these instructions may result in damage to the wheel. 6. Remove the tire and wheel assembly from the vehicle. If the tire and wheel assembly is difficult to remove, perform the following steps: 6.1. Install and tighten all wheel nuts on the affected wheel. 6.2. Loosen each wheel nut two turns. 6.3. Lower the vehicle. 6.4. Rock the vehicle from side to side. 6.5. Repeat this procedure if necessary. 7. If the tire and wheel assembly still does not loosen, perform the following steps: 7.1. Start the engine. 7.2. Drive the vehicle forward and rearward slightly while applying quick, hard jabs of the brakes prior to changing direction. 7.3. Repeat this procedure if necessary. Installation Procedure Coil Spring Insulators Replacement Suspension Spring ( Coil / Leaf ): Service and Repair Coil Spring Insulators Replacement Coil Spring Insulators Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the coil spring. 3. Remove the coil spring insulator from the lower control arm and vehicle body. Installation Procedure 1. Install the coil spring insulators to the lower control arm and vehicle body. 2. Install the coil spring. 3. Lower the vehicle. Restraints - Extender Availability For Seat Belt Seat Belt Extension: Technical Service Bulletins Restraints - Extender Availability For Seat Belt INFORMATION Bulletin No.: 99-09-40-005F Date: June 23, 2010 Subject: Seat Belt Extender Availability Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2 2010 and Prior HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add the 2009‐2011 model years and update the Warranty Information. Please discard Corporate Bulletin Number 99-09-40-005E (Section 09 Restraints). Important: DO NOT use belt extenders when securing a child restraint. The seat and shoulder belt restraint systems used in all General Motors vehicles have sufficient belt length to accommodate most drivers and passengers. Consequently, requests for belt extensions (extenders) should be minimal. Seat belt extenders are available ONLY IN BLACK for most GM passenger cars and trucks produced in recent years. They are available in two different lengths, 23 cm (9 in) and 38 cm (15 in). They are designed to be coupled with the existing belts in each vehicle. When in use, the extender makes the belt arrangement a "custom fit" and use by anyone else or in another vehicle will lessen or nullify the protection offered by the vehicle's restraint system. For this reason, it is extremely important that the correct length extender be used for the vehicle and occupant intended. Important: Do not use an extender just to make it easier to buckle the safety belt. Use an extender only when you cannot buckle the safety belt without using an extender. Parts Information For part numbers, usage and availability of extenders, see Extension Kit in Group 14.875 (cars) or Group 16.714 (trucks) of the appropriate parts catalog. Saturn retailers should refer to the appropriate model year Parts & Illustration catalog for the vehicle. U.S. Saab dealers should contact the Parts Help line. Canadian Saab dealers should fax requests to Partech Canada. Warranty Information ^ Seat belt extenders are a NO CHARGE item to all GM customers who request them for their specific vehicles. ^ Dealers should not be charging part costs since these extenders are supplied by GM to the dealers. ^ Dealers should not be charging labor costs since the extender can be customer installed. Disclaimer Page 6880 Second Design - Black Painted (DO NOT Lube) Hydraulic Assist Power Steering First Design - Bare Steel Tube (Lube OK) Second Design - Black Painted (DO NOT Lube) In the unlikely event that the source of the noise is identified as a second design shaft with black painted tube, it must be replaced. Correction 1 (Only for First Design - DO NOT USE FOR 2ND DESIGN) Lubricate the intermediate shaft with steering column shaft lubrication kit, P/N 26098237. 1. From inside the vehicle, remove the instrument panel insulator panel - left side panel to gain access to the intermediate shaft. 2. Remove the intermediate shaft to steering column attachment bolt. 3. Remove the intermediate shaft from the steering column. 4. Extend the intermediate shaft all the way. Using the intermediate shaft grease kit, P/N 26098237, inject the grease into the gap between the inner shaft and the outer shaft as you are collapsing the shaft. This will draw the grease into the shaft. 5. Cycle the shaft up and down several times to distribute the grease. Important Remove original thread locker material from the bolt and apply Loctite(R) 242 (or equivalent) to the threads of the bolt and reinstall intermediate shaft bolt. 6. Install the intermediate shaft to the column. Tighten - For electronic power steering, tighten the bolt to 49 Nm (36 lb ft). - For hydraulic power steering, tighten the bolt to 62 Nm (46 lb ft). Page 3054 Lower Left Front Of Engine Page 7313 5. Remove the mode actuator. INSTALLATION PROCEDURE 1. Install the mode actuator. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the mode actuator screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 3. Install the mode actuator wire harness connector. 4. Close I/P compartment door. Refer to Compartment Replacement - Instrument Panel (I/P) in Instrument Panel, Gages and Console. 5. Install the fuse labeled HVAC CTRL (BATT). Recirculation Actuator RECIRCULATION ACTUATOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuse labeled HVAC CTRL (BATT). 2. Remove the right closeout panel. 3. Remove the communication interface module. 4. Remove the On Star module bracket. Page 353 DTC B2483: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2484: Global Positioning System (GPS) Antenna Malfunction Open Circuit Conditions for Running the DTCs The ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTCs B2462 02: The CIM detects a short to ground on the navigation antenna signal circuit. B2462 04: The CIM detects an open/high resistance on the navigation antenna signal circuit. B2483: The CIM detects a short to ground on the navigation antenna signal circuit. B2484: The CIM detects an open/high resistance on the navigation antenna signal circuit. Action Taken When the DTCs Set The OnStar(R) status LED turns red. The OnStar(R) Call Center cannot locate the vehicle. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 50 consecutive malfunction-free ignition cycles have occurred. Circuit/System Testing Turn OFF the ignition. 1. Disconnect the navigation antenna coax cable from the VCIM. 2. Ignition ON, test for 4.5-5.5 volts between the VCIM coax cable center conductor terminal at the VCIM and ground. ^ If not within the specified range, replace the VCIM. Refer to the appropriate vehicle in SI. 3. Reconnect the coax cable to the VCIM. 4. Disconnect the coax cable from the navigation antenna. 5. Test for 4.55.5 volts between the coax cable center conductor and the outer shield. ^ If not within the specified range, replace the coax cable. 6. If all circuits test normal, replace the navigation antenna. Refer to the appropriate vehicle in SI. DTC B2470 DTC Descriptor DTC B2470 04: Cellular Phone Antenna Circuit Malfunction Open Circuit Circuit/System Description The cellular antenna is connected to the vehicle communication interface module (VCIM) with an RG-58 coax cable. The VCIM collects the data from the cellular antenna once every second. Page 7708 8. Connect the roof rail module-left connector to the vehicle harness connector. 9. Install the CPA to the roof rail module-left connector. 10. Install the garnish molding to the left upper lock pillar. 11. Connect the I/P module connector (1) to the vehicle harness connector (2). 12. Install the CPA to the I/P module connector (1). 13. Install the passenger/right outer trim cover to the instrument Panel (I/P) (3). 14. Connect the seat belt pretensioner-RF connector. 15. Install the CPA to the seat belt pretensioner-RF connector. 16. Install the right lower center pillar trim. Page 7869 ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the driver/left outer trim cover to the instrument Panel (I/P). 5. Connect the seat belt pretensioner-LF connector. 6. Install the CPA to the seat belt pretensioner-LF connector. 7. Install the left/driver lower center pillar trim. Page 7779 Inflatable Restraint Steering Wheel Module Coil C1 Part 2 Inflatable Restraint Steering Wheel Module Coil C3 Part 1 Page 338 ^ An OnStar(R) Call Center button press WILL NOT connect the vehicle with OnStar(R). The vehicle must be upgraded to reactivate the account. The customer will hear a demo message stating that there is not a current OnStar(R) subscription for the vehicle. The message will also instruct the customer how to upgrade and reactivate services. ^ OnStar(R) personal calling (OPC) will not be available, as this feature requires the customer to have a current OnStar(R) account. Attempts to use this feature will result in cellular connection failure messages and the inability to connect to the number dialed. Note For deactivated vehicles, a no connect response should be considered normal system operation. Further diagnosis and subsequent repair is only necessary should the customer elect to become an active OnStar(R) subscriber and upgrade the account subscription. OnStar(R) Cellular, GPS, and Diagnostic Limitations The proper operation of the OnStar(R) System is dependent on several elements outside the components integrated into the vehicle. These include the National Cellular Network Infrastructure, the cellular telephone carriers within the network, and the GPS. The cellular operation of the OnStar(R) system may be inhibited by factors such as the users range from a digital cellular tower, the state of the cellular carrier's equipment, and the location where the call is placed. Making an OnStar(R) key press in areas that lack sufficient cellular coverage or have a temporary equipment failure will result in either the inability of a call to complete with a data transfer or the complete inability to connect to the OnStar(R) Call Center. The OnStar(R) system may also experience connection issues if the identification numbers for the module, station identification number (STID), electronic serial number (ESN) or manufacturers electronic ID (MEID), are not recognized by the cellular carriers local signal receiving towers. The satellites that orbit earth providing the OnStar system with GPS data have almost no failures associated with them. In the event of a no GPS concern, the failure will likely lie with the inability of the system to gain GPS signals because of its location, i.e. in a parking structure, hardware failure, or being mistaken with an OnStar(R) call which has reached the Call Center without vehicle data. During diagnostic testing of the OnStar(R) system, the technician should ensure the vehicle is located in an area that has a clear unobstructed view of the open sky, and preferably, an area where digital cellular calls have been successfully placed. These areas can be found by successfully making an OnStar(R) keypress in a known good OnStar(R) equipped vehicle and confirming success with the OnStar(R) Call Center advisor. Such places can be used as a permanent reference for future OnStar(R) testing. Mobile Identification Number and Mobile Directory Number The vehicle communication interface module (VCIM) utilizes 2 numbers for cellular device identification, call routing and connection. They are: ^ A mobile identification number (MIN) ^ A mobile directory number (MDN) Note The MIN represents the number used by the cellular carrier for call routing purposes. The MDN represents the number dialed to reach the cellular device. Diagnostic Information Symptoms - Cellular Communication The following steps must be completed before using the symptom table. 1. Perform the Diagnostic System Check - Vehicle, before using the Symptom Tables in order to verify that the following are true: ^ There are no DTCs set. ^ The control modules can communicate via the serial data link. 2. Review the system operation in order to familiarize yourself with the system functions. Refer to Radio/Audio System Description and Operation in SI. Diagnostic Starting Point - Displays and Gages Begin the displays and gages system diagnosis with Diagnostic System Check - Vehicle or the audible warning system diagnosis with Diagnostic System Page 5400 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 1505 Alignment: Specifications Wheel Alignment Specifications The content of this article reflects the changes identified in TSB 05-03-07-005. Wheel Alignment Specifications Page 85 Page 4952 2. Once the valve is removed, inspect for any scratching or scoring. 3. If any scratching or scoring is found, then the fingernail test will need to be performed. Important: It has been found that in most cases that the scratches are not severe enough to catch your fingernail. 4. Using your fingernail, move over any scratches to see if your nail will catch on the scratch or score. - If your nail catches in the scratches, the valve will need to be replaced. - If your nail does not catch in the scratches, continue with the next step. 6. Important: Clean the valve body with the machined side down so debris may escape. 7. Clean the valve and bore using brake cleaner. 8. Blow off with shop air. 9. To verify free movement of the valve, dip the valve into clean ATF and install the valve back into the appropriate bore. The valve should move freely. If the valve moves freely, in most cases the valve body will function properly when reinstalled. 10. Reassemble and retest Warranty Information For vehicles repaired under warranty, use the table. Locations Page 6254 Auxiliary Power Outlet: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: Customer Interest Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Page 4447 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 1316 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 4488 Case: Service and Repair Case Side Cover Replacement Removal Procedure 1. Remove battery tray assembly assembly. 2. Disconnect the shift cable from the PNP switch. 3. Remove the shift cable bracket. 4. Remove the PNP switch lever nut and lever. Page 6074 C320 Body Harness To Right Inflatable Restraint Side Impact Module Jumper Harness Trim Height Inspection Procedure Alignment: Service and Repair Trim Height Inspection Procedure The content of this article reflects the changes identified in TSB Bulletin No.: 06-03-06-004 Date: May 17, 2006 SERVICE MANUAL UPDATE Subject: Revised Trim Height Inspection Procedure and Trim Height Specifications Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Trim Height Inspection Procedure Trim Height Measurement Trim height is a predetermined measurement relating to vehicle ride height. Incorrect trim heights can cause the vehicle to bottom out over bumps, damage to the suspension components and symptoms similar to wheel alignment problems. Check the trim heights when diagnosing suspension concerns and before checking the wheel alignment. Perform the following before measuring the trim heights: ^ Set the tire pressure to the specifications shown on the certification label. Refer to Label - Vehicle Certification, Tire Place Card, Anti-Theft and Service Parts ID in General Information. ^ Check the fuel level. Add additional weight if necessary to simulate a full tank. ^ Make sure the passenger and rear compartments are empty, except for the spare tire. ^ Make sure the vehicle is on a flat and level surface, such as an alignment rack. ^ Check that all the vehicle doors are securely closed. ^ Check that the vehicle hood and rear deck lids are securely closed. ^ Check for installed after market accessories or modifications that could affect trim height measurement. Important: All dimensions are measured vertical to the ground. Trim height should be within +/- 10 mm (+/-0.39) to be considered correct. Use the following procedure to check the J and K dimensions: 1. Measuring the J dimension for the left and right side of the vehicle inboard of the pinch-weld flange at 544 mm (21.4 in) from the centerline of the front wheel. Page 8287 9. Erase the diagnostic trouble codes. 10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description. Page 5744 Page 4741 2. Use the J 41228 in order to install a new sleeve on the output axle. Install the J 41228 so that the collar is in the snap ring groove. 3. Install the axle shaft retaining clip onto the output axle. 4. Install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the shaft sleeve for leaks. 7. Inspect the transmission oil level. Stub Axle Shaft Sleeve and Seal Replacement Stub Axle Shaft Sleeve and Seal Replacement Tools Required ^ J 38868 Shaft Removal Tool ^ J 6125-1B Slide Hammer ^ J 23129 Universal Seal Remover ^ J 41102 Axle Seal Installer Removal Procedure Important: Do not damage the seal bore or the sleeve assembly. Fluid leaks may result. 1. Raise and support the vehicle. 2. Remove the drive axle assembly. Page 2843 Body Control Module - C2 Part 2 Steering - Front End Clunk/Rattle/Knock On Bumps Steering Shaft: All Technical Service Bulletins Steering - Front End Clunk/Rattle/Knock On Bumps TECHNICAL Bulletin No.: 06-02-32-007G Date: April 05, 2010 Subject: Clunk, Knock or Rattle Noise From Front of Vehicle While Driving or Turning Over Bumps at Low Speeds (Diagnose Noise and Perform Outlined Repair) Models: 2004-2006 Chevrolet Malibu Maxx 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn Aura Supercede: This bulletin is being revised to update the Parts Information for the bolt. Please discard Corporate Bulletin Number 06-02-32-007F (Section 02 - Steering). Condition 1 Some customers may comment on a clunk noise heard and felt in the steering wheel while driving at slow speeds and turning. The clunk noise may appear to be directly in front of the driver. Hitting a bump while turning can produce the clunk noise. Sometimes the noise may be duplicated when the vehicle is sitting still and the steering wheel is turned 90 degrees in either direction before initially centering the steering wheel. Cause 1 The clunk noise may be caused by a slip/stick condition between the inner and outer components of the intermediate shaft. Important Revised design intermediate shafts went into production in the 2009 model year and are the only design currently available through GMSPO since approximately September 2008. Since any model year vehicle could have had a second design shaft installed, it is critical to identify it before proceeding. The revised design intermediate shafts will NOT tolerate any type of lubricant per the following instructions. Adding lube to the second design shafts will cause a clunk noise in a very short period of time. Use the following pictures to identify which design of shaft you are servicing. Electric Assist Power Steering First Design - Bare Steel Tube (Lube OK) Page 6256 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 8480 9. Erase the diagnostic trouble codes. 10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description. Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: Customer Interest Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 7685 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-LF go to step 7. To disable the roof rail module-left go to step 10 and for the side impact sensor (SIS)-Left go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-LF connector. 9. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. Page 1183 Center Rear Of Engine Page 1489 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important OnStar(R) - Analog/Digital Ready System Digital Upgrade Technical Service Bulletin # 05-08-46-006Q Date: 081028 OnStar(R) - Analog/Digital Ready System Digital Upgrade INFORMATION Bulletin No.: 05-08-46-006Q Date: October 28, 2008 Subject: Information on Upgrading Certain OnStar(R) Analog/Digital-Ready Systems to OnStar(R) Generation 6 Digital-Capable System Models Supercede: This bulletin is being revised to update the upgrade kit installation information for the 2001 Chevrolet Impala and Monte Carlo. Please discard Corporate Bulletin Number 05-08-46-006P (Section 08 - Body and Accessories). This bulletin is being issued to provide dealer personnel with information and procedures to follow should an owner wish to upgrade their OnStar(R) Analog/Digital-Ready system to an OnStar(R) Generation 6 Digital-Capable system. Disclaimer Program Overview Program Overview To upgrade their vehicle to an OnStar(R) Generation 6 Digital-Capable system, all that a customer must do is: ^ Take their vehicle to their dealer for the system upgrade. Page 4706 The first phase also machined a case chamfer leading into the pump bore (2). The chamfer is designed to help eliminate possible 0-ring seal damage during pump installation. Phase two modified the case casting and the chamfer into the pump bore. The casting change left additional material in the surrounding pump bore to allow deeper bore machining in order to create the necessary sealing surface for a new pump seal design. The leading surface into the pump bore was also machined with a modified chamfer (1). Page 1020 Instrument Panel Page 1411 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 1442 Windshield Wiper/Washer Switch Entertainment System - Video Display Removal Information Television / Monitor: Technical Service Bulletins Entertainment System - Video Display Removal Information Bulletin No.: 04-08-44-011 Date: June 14, 2004 INFORMATION Subject: Tie Strap Removal During Video Display Replacement Models: 2004 Chevrolet Malibu Maxx This bulletin is being published to inform technicians of additional information regarding replacement of the video display. Once the video display hinge screws are removed, the technician must detach the tie strap that holds the display connector to the jumper harness connector. Once the tie strap is detached, the video display wire harness connector can be removed. During installation, the tie strap must be attached again to hold the display connector to the jumper harness connector. Disclaimer Page 1163 Top Rear Of Engine Page 5480 WARRANTY INFORMATION Page 1273 1. Install the ignition lock cylinder. 2. Install the knee bolster. Page 7793 Impact Sensor: Description and Operation INFLATABLE RESTRAINT FRONT END SENSORS The front end sensor, also known as the electronic frontal sensor (EFS), is equipped on vehicles to supplement the SIR system performance. The EFS is an electronic sensor and is not part of the deployment loops, but instead provides an input to the SDM. The EFS can assist in determining the severity of some frontal collisions. The SDM contains a microprocessor which performs calculations using the measured accelerations and compares these calculations to a value stored in memory. When the generated calculations exceed the stored value, the SDM will cause current to flow through the frontal deployment loops deploying the frontal air bags. INFLATABLE RESTRAINT SIDE IMPACT SENSOR (SIS) The side impact sensor (SIS) contains a sensing device which monitors vehicle acceleration and velocity changes to detect side collisions that are severe enough to warrant air bag deployment. The SIS is not part of the deployment loop, but instead provides an input to the SDM. The SDM contains a microprocessor that performs calculations using the measured accelerations and compares these calculations to a value stored in memory. When the generated calculations exceed the stored value, the SDM will cause current to flow through the deployment loops deploying the side air bags. Page 6770 1. If the tilt teeth and/or detent lever was removed, carefully reinstall in the correct orientation as shown. ^ Line up the teeth in the proper orientation. ^ Compress the tooth spring within compression bracket slot. Important: Grease the cam surface with P/N 89021688 (Canadian P/N 89021674). Subassemble spacer to bolt retainer. 2. Align with the tilt teeth and attach to the side of the tilt bracket. 3. Subassemble the cam follower to release the follower. ^ Align with the tilt teeth and attach to the side of the tilt bracket. 4. Assemble the tilt lever through components. 5. Attach the thrust washer and preassemble the new torque prevailing nut. 6. Hold the tilt lever, with light pressure, against the cam follower. Actuate the lever to position against closed stop detent. Lever handle should be approximately parallel with the work surface. Note: Refer to Fastener Notice. Page 6856 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Specifications Wheel Hub: Specifications TORQUE SPECIFICATIONS Front Wheel Drive Shaft Nut ................................................................................................................ ................................................ 215 Nm (159 ft. lbs.) Steering - Front End Clunk/Rattle/Knock On Bumps Stabilizer Link: All Technical Service Bulletins Steering - Front End Clunk/Rattle/Knock On Bumps TECHNICAL Bulletin No.: 06-02-32-007G Date: April 05, 2010 Subject: Clunk, Knock or Rattle Noise From Front of Vehicle While Driving or Turning Over Bumps at Low Speeds (Diagnose Noise and Perform Outlined Repair) Models: 2004-2006 Chevrolet Malibu Maxx 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn Aura Supercede: This bulletin is being revised to update the Parts Information for the bolt. Please discard Corporate Bulletin Number 06-02-32-007F (Section 02 - Steering). Condition 1 Some customers may comment on a clunk noise heard and felt in the steering wheel while driving at slow speeds and turning. The clunk noise may appear to be directly in front of the driver. Hitting a bump while turning can produce the clunk noise. Sometimes the noise may be duplicated when the vehicle is sitting still and the steering wheel is turned 90 degrees in either direction before initially centering the steering wheel. Cause 1 The clunk noise may be caused by a slip/stick condition between the inner and outer components of the intermediate shaft. Important Revised design intermediate shafts went into production in the 2009 model year and are the only design currently available through GMSPO since approximately September 2008. Since any model year vehicle could have had a second design shaft installed, it is critical to identify it before proceeding. The revised design intermediate shafts will NOT tolerate any type of lubricant per the following instructions. Adding lube to the second design shafts will cause a clunk noise in a very short period of time. Use the following pictures to identify which design of shaft you are servicing. Electric Assist Power Steering First Design - Bare Steel Tube (Lube OK) Page 6674 6. Install the stabilizer link to the knuckle. ^ Tighten the bolt to 50 Nm (37 ft. lbs.). 7. Install the rear wheel bearing and brake components. 8. Install the tire and wheel. 9. Lower the vehicle. Page 7045 Second Design - Black Painted (DO NOT Lube) Hydraulic Assist Power Steering First Design - Bare Steel Tube (Lube OK) Second Design - Black Painted (DO NOT Lube) In the unlikely event that the source of the noise is identified as a second design shaft with black painted tube, it must be replaced. Correction 1 (Only for First Design - DO NOT USE FOR 2ND DESIGN) Lubricate the intermediate shaft with steering column shaft lubrication kit, P/N 26098237. 1. From inside the vehicle, remove the instrument panel insulator panel - left side panel to gain access to the intermediate shaft. 2. Remove the intermediate shaft to steering column attachment bolt. 3. Remove the intermediate shaft from the steering column. 4. Extend the intermediate shaft all the way. Using the intermediate shaft grease kit, P/N 26098237, inject the grease into the gap between the inner shaft and the outer shaft as you are collapsing the shaft. This will draw the grease into the shaft. 5. Cycle the shaft up and down several times to distribute the grease. Important Remove original thread locker material from the bolt and apply Loctite(R) 242 (or equivalent) to the threads of the bolt and reinstall intermediate shaft bolt. 6. Install the intermediate shaft to the column. Tighten - For electronic power steering, tighten the bolt to 49 Nm (36 lb ft). - For hydraulic power steering, tighten the bolt to 62 Nm (46 lb ft). Page 122 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Service and Repair Fluid Filter - A/T: Service and Repair Oil Filter and Seal Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Place a drain pan under the transaxle oil pan. 3. Remove the oil pan bolts from the front and sides only. 4. Loosen the rear oil pan bolts approximately 4 times. Notice: Pry the oil pan carefully in order to prevent damage to the transaxle case or the oil pan sealing surfaces. 5. Lightly tap the oil pan with a rubber mallet or carefully pry in order to allow the oil to drain. 6. Remove the AIR. 7. Inspect the fluid color. 8. Remove the remaining oil pan bolts and the oil pan. 9. Remove the oil pan gasket. Page 8171 Page 5497 Brake Rotor/Disc: Specifications GENERAL SPECIFICATIONS Front Brakes J66/J67 Rotor Diameter .................................................................................................................................... ................................................... 276.0 mm 10.866 in Rotor Discard Thickness^ ............................... ........................................................................................................................................... 22.8 mm 0.898 in Rotor Maximum Allowable Assembled Lateral Runout ............................................................................................................................ 0.05 mm 0.002 in Rotor Maximum Allowable Scoring .......................................................................................................................................................... 1.50 mm 0.059 in Rotor Minimum Allowable Thickness After Refinish ................................................................................................................................ 23.0 mm 0.906 in Rotor Maximum Allowable Thickness Variation ..................................................................................................................................... 0.025 mm 0.001 in Rotor Thickness New ............................................................................................................. .................................................................... 26.0 mm 1.023 in Front Brakes JL9 Rotor Diameter .................................................................................................................................... ................................................... 296.0 mm 11.653 in Rotor Discard Thickness^ ............................... ........................................................................................................................................... 22.8 mm 0.898 in Rotor Maximum Allowable Assembled Lateral Runout ............................................................................................................................ 0.05 mm 0.002 in Rotor Maximum Allowable Scoring .......................................................................................................................................................... 1.50 mm 0.059 in Rotor Minimum Allowable Thickness After Refinish ................................................................................................................................ 23.0 mm 0.906 in Rotor Maximum Allowable Thickness Variation ..................................................................................................................................... 0.025 mm 0.001 in Rotor Thickness New ............................................................................................................. .................................................................... 26.0 mm 1.023 in Rear Brakes JL9/J661J67 Rotor Diameter .................................................................................................................................... ................................................... 270.0 mm 10.630 in Rotor Discard Thickness^ ............................... ........................................................................................................................................... 11.8 mm 0.465 in Rotor Maximum Allowable Assembled Lateral Runout ............................................................................................................................ 0.05 mm 0.002 in Rotor Maximum Allowable Scoring .......................................................................................................................................................... 1.50 mm 0.059 in Rotor Minimum Allowable Thickness After Refinish ............................................................................................................................... 12.0 mm 0.472 in Rotor Maximum Allowable Thickness Variation ..................................................................................................................................... 0.025 mm 0.001 in Rotor Thickness New ............................................................................................................. .................................................................... 14.0 mm 0.551 in ^All brake rotors have a discard dimension cast into them. Replace any rotor that does not meet this specification. After refinishing the rotor replace any rotor that does not meet the minimum thickness specification. Page 1693 Refrigerant Filter: Service and Repair Suction Screen Replacement SUCTION SCREEN REPLACEMENT TOOLS REQUIRED - J 42220 Universal Leak Detection Lamp - J 44551 Suction Screen Kit REMOVAL PROCEDURE 1. Recover the refrigerant from the A/C system. Refer to Refrigerant Recovery and Recharging. 2. Remove the A/C compressor hose assembly bolt. 3. Separate the A/C compressor hose assembly from the A/C compressor. IMPORTANT: The suction screens are available in 3 different sizes. 4. Select the proper size removal tool (1) from the J 44551. 5. Remove the suction screen using the J 44551-31 Suction Screen Removal Tool. - Thread the forcing screw into the suction screen. - Tighten the nut on the forcing screw to remove the suction screen. INSTALLATION PROCEDURE 1. Insert the J 44551-6 Sizing Tool (1) into the suction hose to select the correct size suction screen. Page 384 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness once more and secure with cable ties (H). 6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the ordinary securing points and by the speaker (I). 6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel housing, next to REC. The cable is secured in the existing clips. 6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement. 6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.24. Fold up the rear seat backrest. 6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.26. Fit the A-pillar's lower side piece. 7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring: OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Capacity Specifications Brake Fluid: Capacity Specifications Information not supplied by the manufacturer. Page 2846 Body Control Module - C2 Part 5 Page 1894 Fuse Block - Underhood C2 Part 4 Diagrams Fuel Tank Pressure (FTP) Sensor Page 2351 Lower Left Front Of Engine Page 7496 3. Place a protective cover over the carpet below the evaporator core. 4. Remove the cabin air filter, if equipped, and cover the opening prior to applying the Cooling Coil Coating, as the product may clog the filter. If the cabin air filter appears to have little or no remaining life, suggest a replacement to your customer. 5. If the HVAC module has a blower motor cooling tube, be careful NOT TO SPRAY THE COOLING COIL COATING INTO THE BLOWER MOTOR COOLING TUBE. 6. Attach the Flexible Applicator Pressure Spray Tool (J-43810-20A) to a compressed air line operating at 586 kPa (85 psi) to 793 kPa (115 psi). 7. Shake the bottle of Cooling Coil Coating well. Screw the bottle onto the cap on the applicator tool's pick-up tube. Note The pick-up tube is designed for 120 ml (4 oz) and 240 ml (8 oz) bottles and should coil slightly in the bottom of a 120 ml (4 oz) bottle. 8. Use one of the following three methods to apply the Cooling Coil Coating. Important If the Pressure Applicator Spray Tool (J-43810-20A) is not available, the Cooling Coil Coating is also available in an aerosol can (P/N 12377951 (in Canada, 10953503)). Application Through Blower Motor Control Module Opening - Remove the blower motor control module (blower motor resistor). Refer to the applicable procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor blower motor control module (blower motor resistor) opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor blower motor control module (blower motor control module). Application Through Blower Motor Opening - Remove the blower motor. Refer to the applicable blower motor removal procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor. Application Through a Hole in the HVAC Module - If neither of the two previous application methods are available, it may be necessary to drill a hole in the HVAC module. - Locate an area of the HVAC module between the blower motor and the evaporator core. Drill a 10 mm (3/8 in) hole in the HVAC module. Use caution to keep the drill clear of the evaporator core and the blower motor fan. - With the air distribution vents closed and the blower motor fan speed on HIGH, insert the applicator tool into the hole and spray the Cooling Coil Coating into the airstream toward the evaporator core. - Use a GM approved RTV sealant to plug the hole in the HVAC module. 9. After the Cooling Coil Coating application is complete, start and run the vehicle for approximately 10 minutes, with the compressor disabled, HVAC mode set to Recirculate/Max, heat set to full warm, blower motor fan speed on high, and one window open approximately 12 mm (1/2 in). This cures the Cooling Coil Coating onto the evaporator core surface. 10. While the engine is running, rinse the applicator tool with warm water to prolong the life of the tool. Be sure to spray warm water through the nozzle to rinse out any residual Cooling Coil Coating still in the capillary pick up tube, otherwise it will dry and clog the applicator tool. Also remove the small green valve from the bottle cap and rinse it thoroughly while rolling it between two fingers and then reinstall it. If this valve is clogged , the Cooling Coil Coating will not flow through the applicator tool. 11. Shut off the engine and enable the compressor again. 12. Verify proper HVAC system operation. 13. Remove the protective cover from inside the vehicle. 14. Remove the drain pan from underneath the vehicle. 15. Reinstall the cabin air filter if necessary. Page 5656 All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure The following procedure provides instructions for retrieving specific diagnostic trouble codes (DTCs) and reprogramming the ABS module with new software. If specific ABS DTCs are found, one or both rear wheel bearing assemblies will need to be replaced. Important: In order to perform the following procedure, your Tech 2 must be updated with software version 24.001 or later, CD or TIS application 4.0. If your Tech 2 does not have the necessary software, you will need to update it before proceeding. 1. Turn the ignition switch to the ON position. Important: In order to perform the following procedure, the diagnostic interface module (CANdi) must be connected between the Tech 2 and the vehicle. Failure to use the CANdi module will result in failure of the Tech 2 to communicate with the necessary module on the vehicle. 2. Connect a Tech 2 (scan tool) and the CANdi module to the vehicle's diagnostic link connector (DLC), power it up and press ENTER. Important: Before reprogramming the ABS module, you must retrieve and record the occurrence of ABS DTC C0045 and/or C0050 AND the 2-character symptom byte that follows the DTC. Codes will automatically be erased during the reprogramming. 3. Select DIAGNOSTICS and retrieve any current or stored ABS DTC C0045 and/or C0050 AND the 2-character symptom byte following the DTC. Record these DTC and symptom bytes on the vehicle repair order. If ABS CTS C0045 is found, the LEFT REAR wheel bearing assembly must be replaced. If ABS DTC C0050 is found, the RIGHT REAR wheel bearing must be replaced. Proceed to the next step and perform the Service Programming. Afier programming is complete, proceed to the section titled, "Rear Wheel Bearing Replacement." Important: During the service reprogramming in the next step, DTC U2127 may be set in the body control module (BCM) and P1626 in the powertrain control module (PCM). These codes must be cleared immediately following the reprogramming. In addition, the IBCM 1(30 amp) fuse located in the underhood electrical center must be removed for 10 seconds and then reinstalled. Failure to remove and reinstall this fuse will result in the HVAC system not functioning. 4. Select SERVICE REPROGRAMMING. 5. Follow the on-screen instructions and prompts. If necessary, refer to up-to-date Techline Equipment Users Instructions. 6. Clear any DTCs set during the reprogramming. 7. Press the EXIT key as necessary and disconnect the Tech 2 and CANdi module from the vehicle. 8. Open the hood. 9. Remove the battery cover and fuse cover. Page 1628 Steering - Column Tilt/Telescope Lever Availability Tilt Wheel Handle: All Technical Service Bulletins Steering - Column Tilt/Telescope Lever Availability Bulletin No.: 05-02-35-001 Date: March 21, 2005 INFORMATION Subject: Steering Column Tilt/Telescope Wheel Lever Available for Service Use Models: 2004-2005 Chevrolet Malibu, Malibu Maxx 2005 Pontiac G6 The steering column tilt/telescope wheel lever is now available for service as a separate part. The lever was formerly available only as part of the entire steering column. DO NOT replace the steering column if the tilt/telescope wheel lever requires replacement. Important: It has been found that some customers are leaving the lever in the unlocked position when exiting the vehicle. Upon entering the vehicle, the occupant's leg may hit the lever and break it. Please advise the customer to always return the lever to the locked position before exiting the vehicle. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 182 1. To receive credit, submit a claim with the information above. Disclaimer 2001 and Older Model Year Vehicles (Except Saab Vehicles) 2001 and Older Model Year Vehicles (Except Saab Vehicles) Important: 2001 and older model year vehicles require the removal of the battery power from the OnStar(R) vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. 1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. Important: Complete removal of the VIU is usually not required. Perform only the steps required to gain access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+) circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. Page 5374 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 2892 Powertrain Control Module (PCM) C2 Part 4 Page 5251 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 1930 Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 4. Install the electrical center connector cover. 5. Turn the electrical center right side up. 6. Install the electrical center to the battery tray by pushing the electrical center into the retainer tab. 7. Install all of the fuses and the relays. 8. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 9. Install the electrical center cover. 10. Install the battery. Page 6901 7. Remove the intermediate shaft pinch bolt at the steering column shaft. Discard the pinch bolt. 8. Slide the intermediate shaft off the steering column shaft. 9. To unseat the intermediate shaft seal from the dash, squeeze the 4 tabs on the seal individually, then pull towards the inside of the vehicle. 10. Remove the intermediate shaft/seal from the vehicle. Installation Procedure 1. Install the intermediate shaft/seal through the front of dash. Important: To ensure seal is properly seated, inspect the 4 tabs on the seal from the engine side of the seal. Do NOT twist or squeeze the seal during installation. 2. Seat the intermediate shaft seal by pushing forward from the inside of the vehicle, until all four tabs of the seal are fully seated. A/T - 4T65-E, No Reverse Hot/Slips in Reverse Band Apply Servo: All Technical Service Bulletins A/T - 4T65-E, No Reverse Hot/Slips in Reverse Bulletin No.: 04-07-30-033 Date: August 04, 2004 TECHNICAL Subject: No Reverse Hot, Transaxle Slips In Reverse When Hot, Bump In Reverse Hot (Retighten Valve Body Bolt (379) and Replace Channel Plate Gasket) Models: 2003-2004 Cars with 4T65-E Transaxle (RPO's MN3, MN7, M15 or M76) Condition Some customers may comment that the vehicle slips in reverse when hot, no reverse when hot, or they feel a bump when shifted into reverse when hot. Cause There are multiple possible causes. Listed below are some of the possible causes: ^ Low Transaxle fluid level. ^ Reverse Servo Cover snap ring out of retaining groove. ^ Reverse Servo Piston seal rolled or cut. ^ Channel Plate flatness out of specification. ^ Channel Plate alignment holes improper depth. ^ Valve Body bolt (379) incorrectly torqued. Correction Follow the procedure below for diagnostic tips and repair procedures. 1. Inspect the reverse cover retaining ring for proper seating/retention. ^ If the ring is incorrectly seated, reset the retaining ring. ^ If the retaining ring is properly seated, continue with the next step. 2. Perform a transaxle line pressure check in reverse. This will test the reverse servo piston seal for leaks. ^ If the line pressure test is out of specification, inspect/repair the reverse servo piston seal. Refer to: - Reverse Servo Replacement w/3.4L Engine SI Document ID # 1485540 - Reverse Servo Replacement w/3.8L Engine SI Document ID # 1485543 ^ If the line pressure test is within specification, continue with the next step. 3. Remove the transaxle side cover. Refer to the appropriate SI Document. Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 4846 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 6805 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 5746 Page 6963 2. Install the upper control arm to knuckle bolt and nut. ^ Tighten the bolt and nut to 110 Nm (81 ft. lbs.) plus 70 degrees. 3. Install the toe link. 4. Install the coil spring. 5. Install the lower shock absorber to knuckle bolt. ^ Tighten the bolt to 180 Nm (133 ft. lbs.). Page 4443 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 1449 Windshield Wiper/Washer Switch Fuel Level Sensor Replacement (Malibu MAXX) Fuel Level Sensor: Service and Repair Fuel Level Sensor Replacement (Malibu MAXX) FUEL LEVEL SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Page 5180 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. Page 6765 4. Loosen the lower steering column mounting bolt. Note: Once the steering column is lowered, the column is extremely susceptible to damage. Leaning on or pushing down on the column will result in damage to the intermediate shaft boot seal and could cause the jacket to bend or deform. 5. Remove the upper steering column mounting bolts (1). 6. Actuate the tilt lever to full "UNLOCK" position to release the coil spring tension. 7. Remove the L/H and R/H coil springs. 8. Remove and discard the torque prevailing nut. 9. Remove the tilt lever, thrust washer, bolt retainer, spacer, cam follower and the follower release. 10. Leave two tilt teeth and lever detent in assembled position. If the components are removed, follow the instructions for reassembly. Installation Procedure Page 3592 Powertrain Control Module (PCM) C2 Part 3 TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 6157 Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 4. Install the electrical center connector cover. 5. Turn the electrical center right side up. 6. Install the electrical center to the battery tray by pushing the electrical center into the retainer tab. 7. Install all of the fuses and the relays. 8. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 9. Install the electrical center cover. 10. Install the battery. Page 2858 Application Table Part 2 Left Front of Floor Console Left Front Of Floor Console Page 7327 INSTALLATION PROCEDURE 1. Install the left hand side window defogger duct. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the left hand side window defogger duct screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 3. Install the I/P assembly. Defogger Outlet Duct - Side Window, RH DEFOGGER OUTLET DUCT REPLACEMENT - SIDE WINDOW, RH REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) assembly. 2. Remove the right hand side window defogger duct screws. 3. Remove the right hand side window defogger duct. INSTALLATION PROCEDURE Locations Left Side of HVAC Case Page 6867 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Procedures Body Control Module: Procedures BODY CONTROL MODULE (BCM) PROGRAMMING/RPO CONFIGURATION 1. A new body control module (BCM) must be programmed with the proper regular production option (RPO) configurations. The BCM stores the information regarding the vehicle options and if the BCM is not properly configured with the correct RPO codes, the BCM will not control all of the features properly. The Tech 2 software will automatically prompt you with the RPO available for the vehicle. Ensure that the following conditions exist in order to prepare for BCM programming: The battery is fully charged. - The ignition switch is in the ON position. - The data link connector (DLC) is accessible. - All disconnected modules and devices are reconnected before programming. 2. To setup a new BCM, access the Vehicle Control Systems in Computer/Integrating Systems menu on the scan tool to program the BCM. Select Module Replacement/Setup and follow the instructions on the scan tool. 3. If the BCM fails to accept the program, perform the following steps: - Inspect all BCM connections. - Verify that the scan tool has the latest software version. BPP Sensor Calibration IMPORTANT: If the body control module (BCM) or the brake apply sensing system (BAS) sensor is replaced, a brake pedal position (BPP) sensor calibration must be performed. Perform the BPP Sensor Calibration using a scan tool. Refer to Brake Pedal Position Sensor Calibration Description and Operation in Lighting Systems, for the BPP calibration procedure. Passkey 3 Programming Procedures IMPORTANT: If any module or device listed is replaced, programming of the module must be done prior to performing the Passkey 3 Programming procedure. Perform the Passkey 3 Programming Procedure if any of the following components have been replaced: The body control module (BCM) - The powertrain control module (PCM) Refer to Programming Theft Deterrent System Components in Theft Deterrent for the proper procedure. IMPORTANT: After programming, perform the following to avoid future misdiagnosis: 1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve history DTCs from all modules. 5. Clear all history DTCs. Page 1419 Window Switch - Passenger Part 1 Page 6123 C800 Body Harness To Right Rear Door Harness Part 1 Page 332 Page 2906 Steps 4 - 6 Page 5245 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5875 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 8298 2. Connect the Techline Information System (TIS) terminal to the Tech2(R). 3. Scroll to the bottom of the Controller List, and select the "ONSA TIS2WEB Pass-Thru OnStar(R) Activation (Replaced/Upgraded Units Only)" option using the Service Programming System (SPS). Important: Do not use the clear DTC function. This will only temporarily turn the LED to green. 4. Upon completion of the OnStar(R) TIS2WEB step, disconnect the TIS terminal from the Tech2(R) and perform the VCIM/OnStar(R) Set-up Procedure using the Tech2(R). The set up procedure is located under the special function menu option. Important: Failure to perform the above steps will result in a red LED, DTC being set and limited or incomplete OnStar(R) services, and will require a customer return visit to the dealership. 5. The default language for the new VCIM will be English. To change to French or Spanish, access the special functions menu on the Tech 2(R), and follow the instructions accordingly. 7. Skip to the next step if the vehicle to be upgraded is not listed below: ^ 2002-2004 Cadillac DeVille ^ 2002-2004 Cadillac Seville ^ 2005 Cadillac STS Set up the Dash Integration Module (DIM) using the following procedure: 1. On the Tech2(R) select the correct Year, Make and Model. 2. Enter Dash Integration Module (DIM) > Special Functions > Set Options > Misc. Options 1 > and turn off phone (if the vehicle does not have the UV8 option). 3. Enter Nav Radio Present and set to "No Nav" (if the vehicle does not have a navigation radio). 4. Turn the ignition off and open the door to turn off the RAP. 5. Turn the ignition on and enter the Vehicle Comm. Interface Module > Special Functions > Set Up OnStar /VCIM. 6. When prompted select "No Phone" (if the vehicle does not have the UV8 phone) and "No Nav" (if the vehicle does not have a navigation radio). 7. Turn the ignition off and open the door to turn off the RAP. Important: OnStar(R) Emergency Services are immediately available after these steps, however, full configuration, including activation of Hands-Free Calling, may take up to 24 hours to complete. Processing the Module Exchange Processing the Module Exchange For this program, submitting a credit request for the removed OnStar(R) VCIM (the core) will be performed through a website. When this process is followed, the removed Analog / Digital-Ready VCIM, in most cases, will not be mailed back to the distributor, but can be scrapped by the dealership. U.S. Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto www.autocraft.com. 3. Select Account Maintenance. 4. Select Outstanding Cores. Page 1184 Left Rear Of Engine Page 7626 HVAC Control Module - Part 1 Service and Repair Housing Assembly HVAC: Service and Repair HVAC MODULE ASSEMBLY REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) assembly. 2. Remove the recirculation actuator wire harness connector. 3. Remove the air temperature actuator wire harness connector. 4. Remove the mode actuator wire harness connector. 5. Remove the blower motor wire harness connector. 6. Remove the blower motor resistor wire harness connector. 7. Remove the left hand side window defogger outlet duct. 8. Remove the lower floor duct push-in fastener. 9. Remove the HVAC module assembly mounting bolts. Specifications Spark Plug: Specifications Spark Plug Gap ................................................................................................................................... ..................................................... 0.060 in. (1.52 mm) Spark Plug Torque ........................................ ........................................................................................................................................ 11.0 lb. ft. (15.0 Nm) Page 3715 3. Connect the H02S 2 electrical connector. 4. Lower the vehicle. Exhaust System - Catalytic Converter Precautions Catalytic Converter: Technical Service Bulletins Exhaust System - Catalytic Converter Precautions Bulletin No.: 06-06-01-010A Date: February 04, 2008 INFORMATION Subject: Information on Close-Coupled Converter and Engine Breakdown or Non-Function Due to Severe Overheat or Lack of Oil Causing Piston(s) Connecting Rod(s) Crankshaft Cylinder(s) and/or Head(s) Camshaft(s) Intake and/or Exhaust Valve(s) Main and/or Rod Bearing(s) Damage Models: 2004-2008 GM Passenger Cars and Trucks with Close-Coupled Catalytic Converters Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 06-06-01-010 (Section 06 - Engine/Propulsion System). Certain 2004-2008 General Motors products may be equipped with a new style of catalytic converter technically known as the close-coupled catalytic converter providing quick catalyst warm-up resulting in lower tail pipe emissions earlier in the vehicle operating cycle. If an engine breakdown or non-function were to occur (such as broken intake/exhaust valve or piston) debris may be deposited in the converter through engine exhaust ports. If the engine is non-functioning due to a severe overheat event damage to the ceramic "brick" internal to the catalytic converter may occur. This may result in ceramic debris being drawn into the engine through the cylinder head exhaust ports. If a replacement engine is installed in either of these instances the replacement engine may fail due to the debris being introduced into the combustion chambers when started. When replacing an engine for a breakdown or non-function an inspection of the catalytic converters and ALL transferred components (such as exhaust/ intake manifolds) should be performed. Any debris found should be removed. In cases of engine failure due to severe overheat dealers should also inspect each catalytic converter for signs of melting or cracking of the ceramic "brick". If damage is observed the converter should be replaced. Disclaimer Page 5846 Specifications Page 6049 C100 Engine Harness To Automatic Transmission Harness Part 2 Page 6346 Location View Location View Page 4707 Phase three will eliminate the oil pump body 0-ring seal groove and the 0-ring seal. Beginning March 2004, a new stamped carrier molded rubber seal (2) will be used to seal the pump assembly to the transmission case. The pump sealing surface is now the outer diameter of the pump and the inner diameter (1) of the transmission case bore. Unlike the current 0-ring seal, which is installed on the oil pump body, the new seal is installed after the pump assembly is properly positioned and torqued in place. Seating the seal is accomplished when the torque converter housing is installed, which presses the seal (3) into position between the pump and the case bore (1). As a result of the modified casting and the deeper pump bore machining, the area between the oil pan mounting surface and the pump bore has decreased. Because of the reduced material in this area (1) it is necessary to use the shorter oil pan attaching bolts (2). Early pan bolts (3), before November 2002, should not be used with the modified case design, since they are 1.0 mm (0.39 in) longer and could deform the chamfer surface (4). Service Information Page 6263 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 2996 Top Rear Of Engine Page 776 Above Brake Pedal Page 1512 2. Compare the measurement to the J specification. Refer to Trim Height Specifications. 3. If the measurement is outside of the specified range, replace the front springs. 4. Using your hands, lift the rear bumper approximately 38 mm (1.59 in). 5. Gently remove your hands and allow the vehicle to lower. 6. Using your hands, jounce the rear of the vehicle downward approximately 38 mm (1.59 in). 7. Gently remove your hands and allow the vehicle to rise. 8. Measuring the K dimension for the left and right side of the vehicle inboard of the pinch-weld flange at 560 mm (22 in) from the centerline of the rear wheel. 9. Compare the measurement to the K specification. 10. If the measurement is outside of the specified range, replace the rear springs. The Z height dimension measurement determines the proper ride height for the front end of the vehicle. There is no adjustment procedure. Repair may require replacement of suspension components. Use the following procedure to check the Z height dimension: 1. Using your hands, lift the front bumper approximately 38 mm (1.59 in). 2. Gently remove your hands and allow the vehicle to settle 3. Repeat this operation a total of 3 times. 4. Measure at the bottom edge of the support flange and subtract the measurement from the lowest point of the ball stud. This will give you your Z height dimension. 5. Using your hands, jounce the front of the vehicle downward approximately 38 mm (1.59 in). 6. Gently remove your hands and allow the vehicle to settle 7. Repeat the jouncing operation 2 more times. 8. Measure the Z height dimension. 9. The true Z height dimension number is the average of the high and the low measurements. The D height dimension measurement determines the proper rear end ride height. There is no adjustment procedure. Repair may require replacement of suspension components. Page 5545 4. Install the bottom half of the caliper piston (2) into the caliper bore. 5. Install the new piston dust boot seal (1) over the caliper piston (2). 6. Compress the caliper piston (2) to the bottom of the caliper bore. 7. Fully seat the piston dust boot seal (1) into caliper counterbore. 8. Install the retaining ring that secures the dust boot to the caliper housing. Notice: Refer to Fastener Notice in Service Precautions. 9. Install the bleeder valve to the caliper. ^ Tighten the brake bleeder valve to 11 Nm (97 inch lbs.). 10. Install the bleeder valve cap. 11. Install the brake caliper to the vehicle. Rear Brake Caliper Overhaul - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Page 6005 Fuse Block - Underhood C4 Body Controls - BCM Cross Platform Functionality Body Control Module: All Technical Service Bulletins Body Controls - BCM Cross Platform Functionality INFORMATION Bulletin No.: 09-08-47-002 Date: November 17, 2009 Subject: Information on Body Control Module (BCM) Functionality Across Vehicle Lines Models: 2004-2010 Chevrolet Malibu 2008 Chevrolet Malibu Classic 2005-2010 Chevrolet Cobalt 2006-2010 Chevrolet HHR 2005-2009 Pontiac G6 2006-2009 Pontiac Solstice 2007-2009 Saturn AURA, SKY The purpose of this bulletin is to address the unique differences in Body Control Module (BCM) functionality of the affected vehicles. Many electrical functions on these vehicles do not directly involve the BCM, even though they may on other vehicles. The cooling fans, for example, are controlled by the engine control module (ECM) on the Malibu, but are controlled by the BCM on the Impala. The BCM is primarily a gateway between the high- and low-speed GMLAN serial data buses on the above listed vehicles. Functions That Do Not Involve the BCM The following list of features and functions are not controlled or dependent on the BCM: Important The BCM should NOT be replaced for conditions in these areas. - Cooling fans - Clock display - Radio display - Power mirrors - OnStar(R) - Rear wiper (on Malibu Maxx) - Warning lamps - Malfunction indicator lamp (MIL) - Driver seat belt reminder light and chime - Power windows Important The BCM also acts as a power distribution center and may provide a fused battery feed to the modules that actually do control the above functions. Do not assume a similar control module issue will apply to different vehicle lines. Refer to SI for the appropriate description and operation and diagnostic information. Disclaimer Page 952 Refrigerant Pressure Sensor / Switch: Service and Repair AIR CONDITIONING (A/C) REFRIGERANT PRESSURE SENSOR REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE IMPORTANT: Refrigerant recovery is not required. 1. Remove the refrigerant pressure sensor wire harness connector. 2. Remove the refrigerant pressure sensor. 3. Remove and discard the O-ring. INSTALLATION PROCEDURE 1. Install a new O-ring. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the refrigerant pressure sensor. Tighten Tighten to 5 N.m (44 lb in). 3. Install the refrigerant pressure sensor wire harness connector. 4. Leak test the fittings using the J 39400-A. A/C - New PAG Oil Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil Bulletin No.: 02-01-39-004B Date: November 16, 2005 INFORMATION Subject: New PAG Oil Released Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Built With R-134a Refrigeration System All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors) Supercede: This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A (Section 01 - HVAC). All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor). R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151 (A/C Delco part number 15-118) (in Canada, use P/N 10953486). Important: The PAG oil referenced in this bulletin is formulated with specific additive packages that meet General Motors specifications and use of another oil may void the A/C systems warranty. Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of Service Information for detailed information on Oil Balancing and Capacities. Disclaimer Page 7835 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 4 Page 2682 8. Clean and inspect the water outlet housing gasket mating surfaces. Installation Procedure 1. Install the thermostat. 2. Install the water outlet housing. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the water outlet housing bolts. ^ Tighten the bolts to 25 Nm (18 ft. lbs.). 4. Install the radiator inlet hose to the water outlet housing. 5. Use the J 38185 in order to reposition and install the hose clamp to the water outlet housing. 6. Install the air cleaner intake duct. Page 8485 ^ Pay the dealer the regular retail price (no discounts are available) for one of the following 1-year, non-refundable OnStar(R) Analog-to-Digital Transition (ADT) Service Subscription Plans: ^ 1-year Safe & Sound Subscription: $199 ($289 in Canada) ^ 1-year Directions & Connections Subscription: $399 ($579 in Canada) ^ Pay the dealer the applicable state and local sales taxes on the subscription: ^ U.S. Dealers: Taxes only apply in these states: CT, DC, FL, HI, ND, NJ, NM, NY, SC, SD, TX, and WV ^ Canadian Dealers: All applicable taxes ^ Pay the dealer a one-time charge of $15 for the upgrade: ^ U.S. Dealers: Do not collect taxes on the $15 ^ Canadian Dealers: Collect all applicable taxes on the $15 Note: Dealers should NOT remit OnStar(R) ADT-related taxes to their taxing authority as OnStar(R) is responsible for tax remittance. Please Be Sure To Read these Important Points: ^ The 1-year OnStar(R) subscription is not refundable or transferable to another person. Upgraders can apply unused subscription months to a new or Certified Pre-Owned digital OnStar-equipped GM vehicle purchase or lease. As noted above, the digital upgrade program requires the subscriber to purchase a one-year prepaid OnStar(R) subscription. Assuming the subscriber intends to keep their vehicle, but subsequently purchases or leases a 2006 model year or newer OnStar(R)-equipped new or certified used GM vehicle, in the interest of subscriber satisfaction, they may apply remaining unused whole months of the subscription to the new vehicle. The subscription may not be applied to another person's vehicle. Important: This is a customer satisfaction measure that would usually occur several months after an upgrade. It is not intended to be leveraged as part of a new/used vehicle purchase or lease transaction. ^ The $15 charge is not refundable. ^ Dealer ADT kit orders are VIN specific. Dealer kit orders require a VIN and must be exchanged with the OnStar(R) unit in the vehicle with that VIN. Proper activation and enrollment depends on this step. ^ You must put the actual miles on the Repair Order. Do not estimate. ^ Customers will receive a Hands-Free Calling number once the digital hardware is installed and configured. ^ Any nametags that were stored in the old system will need to be re-set by the subscriber once the new hardware is installed. ^ Customers are responsible for the charges described above regardless of whether their vehicle is in or out of the New Vehicle Warranty period. In addition, customers should not be charged labor costs. Dealers can charge GM the labor for the upgrade as specified at the end of this bulletin using the listed labor operation. ^ Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within InfoNET. ^ Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). If you are unsure who the PSC is, check with the Sales Manager. Ordering the Upgrade Kit/Upgrade kit Installation Ordering the Upgrade Kit 1. To order a kit, you will need to access the OnStar(R) Online Enrollment webpage, located under the sales or service workbench of GM GlobalConnect (infoNET for Canadian upgrade orders). These kits cannot be ordered from GMSPO. Page 689 BCM Scan Tool Output Controls Page 3587 Powertrain Control Module (PCM) C1 Part 2 Engine - Serpentine Drive Belt Wear Information Drive Belt: All Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Page 4768 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Capacity Specifications Power Steering Fluid: Capacity Specifications Power Steering Fluid ........................................................................................................................... .................................................... 1.1 pints (1.0 liters) NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the recommended level and recheck fluid level. Page 5831 What if I input the VIN incorrectly? If an incorrect VIN is entered into the system (meaning that the system does not recognize the VIN or that the VIN has been entered incorrectly) the system will return an error message. If I am an authorized user for the KeyCode application, can I access the application from home? Yes. What if I suspect key code misuse? Your dealership should communicate the proper procedures for requesting key codes. Any suspicious activity either within the dealership or externally should be reported to Dealer Systems Support at 1-800-265-0573 or GM of Canada Key Code Inquiry Desk at 1-905-644-4892. Whose key codes can I access through the system? At this time the following Canadian vehicle codes are available through the system: Chevrolet, Cadillac, Buick, Pontiac, GMC, HUMMER (H2 and H3 only), Oldsmobile, Saturn, Saab and Isuzu (up to 2002 model year) for a maximum of 17 model years. What should I do if I enter a valid VIN and the system does not produce any key code information? Occasionally, the KeyCode Look Up application may not produce a key code for a valid VIN. This may be the result of new vehicle information not yet available. In addition, older vehicle information may have been sent to an archive status. If you do not receive a key code returned for valid VIN, you should contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. How do I access KeyCodes if the KeyCode Look-up system is down? If the KeyCode Look-up system is temporarily unavailable, you can contact the original selling dealer who may have it on file or contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the customer is dealing with an emergency lock-out situation, you need to have the customer contact Roadside assistance, OnStar if subscribed, or 911. What should I do if the KeyCode from the look-up system does not work on the vehicle? On occasion a dealer may encounter a KeyCode that will not work on the vehicle in question. In cases where the KeyCode won't work you will need to verify with the manufacturer of the cutting equipment that the key has been cut correctly. If the key has been cut correctly you may be able to verify the proper KeyCode was given through the original selling dealer. When unable to verify the KeyCode through the original selling dealer contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the key has been cut correctly and the code given does not work, the lock cylinder may have been changed. In these situations following the proper SI document for recoding a key or replacing the lock cylinder may be necessary. How long do I have to keep KeyCode Records? Dealership KeyCode documentation must be retained for two years. Can I get a KeyCode changed in the Look-Up system? Yes, KeyCodes can be changed in the Look-Up system if a lock cylinder has been changed. Contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. What information do I need before I can provide a driver of a company fleet vehicle Keys or KeyCode information? The dealership should have a copy of the individual's driver's license, proof of employment and registration. If there is any question as to the customer's employment by the fleet company, the dealer should attempt to contact the fleet company for verification. If there is not enough information to determine ownership and employment, this information should not be provided. How do I document a request from an Independent Repair facility for a KeyCode or Key? The independent must provide a copy of their driver's license, proof of employment and signed copy of the repair order for that repair facility. The repair order must include customer's name, address, VIN, city, province and license plate number. Copies of this information must be included in your dealer KeyCode file. Page 5332 Rear Of Vehicle Page 1087 Instrument Panel Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct clamps from the mass airflow (MAF) sensor and the throttle body. 2. Disconnect the positive crankcase ventilation clean air tube from the intake duct. 3. Disconnect the MAF sensor electrical connector. 4. Remove the fastener that attaches the air intake duct to the upper tie-bar. 5. Remove the air cleaner cover fasteners and remove the air intake duct and air cleaner cover. 6. Separate the air intake duct from the MAF sensor. INSTALLATION PROCEDURE 1. Install the air intake duct to the MAF sensor. 2. Install the air intake duct to the throttle body and the air cleaner cover to the air cleaner assembly. 3. Install the air cleaner cover fasteners. 4. Install the fastener that attaches the air intake duct to the upper tie-bar. NOTE: Refer to Fastener Notice in Service Precautions. 5. Tighten the air intake duct clamps fastener at the upper tie bar. Tighten Tighten the intake air duct clamps to 10 N.m (89 lb in). 6. Reconnect the MAF sensor electrical connector. 7. Reconnect the positive crankcase ventilation clean air tube to the air intake duct. 8. Tighten the air intake duct clamps. Tighten Tighten the intake air duct clamps to 2 N.m (18 lb in). Page 4944 Page 7868 15. Remove the driver/left outer trim cover from the instrument Panel (I/P). 16. Remove the CPA from the steering wheel module coil connector. 17. Disconnect the steering wheel module coil connector from the vehicle harness connector. 18. Remove the lower left center pillar trim. 19. Remove the CPA from seat belt pretensioner-LF connector. 20. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. 21. Remove the garnish molding from the left upper lock pillar. 22. Remove the CPA from the roof rail module-left connector. 23. Disconnect the roof rail module-left connector from the vehicle harness connector. Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 6272 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 6059 C207 I/P Harness To Body Harness Part 1 Page 2576 8. Pry upward on the fan shroud tabs at the radiator clips. 9. Raise the vehicle. Refer to Vehicle Lifting. 10. Remove the lower radiator air deflector retainers. 11. Remove the lower radiator air deflector. 12. Remove the right front fender liner. 13. Remove the right radiator air deflector retainers. 14. Remove the right radiator air deflector. Page 4296 Disclaimer Page 8353 ^ SP303 The following modules, components, and splice pack are connected to the star portion of the class 2 serial data circuit: ^ SP300 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Memory seat module (MSM) ^ Left rear door module (LRDM) AND ^ SP303 ^ Antenna module ^ Front passenger door module (FPDM) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ Vehicle communication interface module (VCIM). Refer to Data Communication Schematics and Data Link Communications Description and Operation in SI. Part 2 Conditions for Running the DTC Voltage supplied to the module is in the normal operating voltage range of 9 - 16 volts. DTCs B1327, B1328, U1300, U1301, U1305 are not set as current. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A message containing a critical operating parameter has not been received within the last 5 seconds after establishing class 2 serial data communication. Action Taken When the DTC Sets The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When a malfunction such as an open fuse to a module occurs while modules are communicating, a DTC U1001-1254 Loss of XXX Communications is set current. When the modules stop communicating the current DTC U1001-1254 Loss of XXX Communications is cleared but the history DTC remains. When the modules begin to communicate again, the module with the open fuse will not be learned by the other modules so U1000 or U1255 is set current by the other modules. If the malfunction occurs when the modules are not communicating, only U1000 or U1255 is set. Page 3303 Powertrain Control Module (PCM) C3 Part 5 Page 8263 Page 295 Page 3457 3. Connect the H02S 2 electrical connector. 4. Lower the vehicle. Page 3998 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 1384 Page 7462 Discharge Air Temperature Sensor / Switch: Description and Operation AIR TEMPERATURE Air Temperature Sensors The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors: Ambient - Inside - Upper duct air temperature sensor - Lower duct air temperature sensor A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor signal decreases as the resistance decreases. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts. The inside air temperature sensor is located within the HVAC control module. Replacement of this sensor involves the replacement of the HVAC control module. The inside air temperature sensor operates within a temperature range between -40 to +185°C (-40 to +365°F). If the sensor is shorted to ground, voltage, or an open, the system will operate using an estimated default value to allow the system to operate. The ambient temperature sensor operates within a temperature range between -40 to +87.5°C (-40 to +189.5°F). The sensor signal is read by the BCM, scaled appropriately and transmitted to the HVAC Control Module through the Low Speed bus.If the sensor is shorted to ground, voltage, or an open, the system will operate using a signal scaled appropriately to allow the system to operate. The duct temperature sensor temperature response is different from the ambient and inside sensors. A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases the sensor resistance decreases. The sensor operates within a temperature range between -40 to +80°C (-40 to +176°F). Page 4793 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 8356 Test Description DTC U1001 and U1254 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. Once an identification number is learned by a module, it will monitor for that module's Node Alive message. Each module on the class 2 serial data circuit which is powered and performing functions that require detection of a communications malfunction is required to send a Node Alive message every 2 seconds. When no message is detected from a learned identification number for 5 seconds, a DTC U1XXX where XXX is equal to the 3-digit identification number is set. Page 171 Page 721 Steps 7 - 9 Page 7368 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 6906 Steering Wheel: Service and Repair Steering Wheel Replacement ^ Tools Required J 1859-A Steering Wheel Puller - J 42578 Steering Wheel Puller Legs Removal Procedure 1. Remove the upper steering column trim cover. Caution: Refer to SIR Caution. 2. Disable the SIR system. 3. Remove the inflator module. 4. Disconnect the steering wheel control electrical connector. 5. Remove the steering wheel nut. 6. Install J 42578 and J 1859-A to the steering wheel. 7. Use J 42578 and J 1859-A in order to remove the steering wheel. 8. Remove J 42578 and J 1859-A from the steering wheel. 9. Remove the controls and the control harness from the steering wheel. Installation Procedure 1. Install the controls and the control harness to the steering wheel. 2. Install the wiring through the steering wheel. 3. Install the steering wheel. 4. Connect the steering wheel control electrical connector. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the steering wheel nut. ^ Tighten the nut to 32 Nm (24 ft. lbs.). 6. Install the inflator module. Page 5892 1. Install the starter motor to the engine. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the starter motor mounting bolts. Tighten Tighten the bolts to 40 N.m (30 lb ft). 3. Install the electrical connection to the battery terminal on the solenoid. Tighten Tighten the battery terminal nut to 17 N.m (13 lb ft). 4. Install the electrical connections to the S terminal on the solenoid. Tighten Tighten solenoid S terminal nut to 3 N.m (27 lb in). 5. Install the flywheel inspection cover. 6. Install the flywheel inspection cover bolts. Tighten Tighten the flywheel inspection cover bolts to 10 N.m (89 lb in). 7. Lower vehicle. 8. Connect the negative battery cable. Page 5682 Electronic Brake Control Module: Service and Repair Electronic Brake Control Module (EBCM) Replacement Removal Procedure Notice: Always connect or disconnect the wiring harness connector from the EBCM/EBTCM with the ignition switch in the OFF position. Failure to observe this precaution could result in damage to the EBCM/EBTCM. 1. Turn the ignition switch to the OFF position. 2. Clean the electronic brake control module (EBCM) to brake pressure modulator valve (BPMV) area of any accumulated dirt and foreign material. 3. Disconnect the electrical connector from the EBCM. 4. Remove the 4 EBCM-to-BPMV retaining bolts. 5. Separate the EBCM from the BPMV by carefully pulling apart. 6. Ensure the motor pin connector gets removed with the EBCM. A new motor pin connector comes with the replacement EBCM and should be replaced during service of the EBCM. Installation Procedure Page 1213 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAF) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the positive crankcase ventilation fresh air tube from the air cleaner intake duct. 2. Disconnect the mass air flow (MAF) sensor electrical connector. 3. Loosen the clamps and remove the air cleaner intake duct with the MAF sensor from the throttle body and the air cleaner housing cover. 4. Loosen the clamp and remove the MAF sensor from the air cleaner intake duct. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the MAF sensor to the air cleaner intake duct. Tighten Tighten the clamp to 2 N.m (18 lb in). 2. Install the air cleaner intake duct with the MAF sensor to the throttle body and the air cleaner housing cover. Tighten Tighten the clamps to 2 N.m (18 lb in). 3. Connect the MAF sensor electrical connector. 4. Install the positive crankcase ventilation fresh air tube to the air cleaner intake duct. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 2832 Body Control Module (BCM) C4 Part 2 Page 6428 C101 LF Wheel Speed Sensor Jumper Harness To Body Harness Page 4864 19. Reinstall the metal retaining clip. Important: All shifter cable and park lock cable clips are one time usage only. Any service repair requiring cables to be disconnected from the transaxle control cable bracket or shifter assembly will require a cable clip replacement. 20. Attach the shift cable to the transmission shift lever. 21. Install the shift cable to the control assembly both at the base and to the pin. 22. Adjust the shift cable at the transmission, if necessary (with both shifter and transmission lever in PARK position, release and reset the "C/Locking" clip adjuster). 23. Reinstall the coolant reservoir/surge tank. 24. Reinstall the two bolts retaining the dash center support to the floor pan. Tighten Tighten the bolts to 10 N.m (89 lb in). 25. Reposition the carpet and the insulator on the bulk head. 26. Reinstall the driver's side under dash close out panel. 27. Reinstall the center console. 28. Road test the vehicle and confirm complaint noise is no longer present. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table shown. Disclaimer Page 6452 C320 Body Harness To Right Inflatable Restraint Side Impact Module Jumper Harness Locations Right Rear of Engine Compartment OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 4740 4. Remove the drive axle retaining clip from the output axle. 5. Use the J 41227 in order to remove the sleeve from the output axle shaft. 6. Clean and inspect the seal bore. 7. Use fine sand paper in order to remove any burrs or nicks. Clean the entire area after any sanding. Installation Procedure 1. Use the J 41102 and a mallet in order to install the new case cover seal. Page 181 Claim Information - GM, Saturn Canada and Saab Canada Only Claim Information - Saturn US Only Customer Reimbursement Claims - Special Attention Required Customer reimbursement claims must have entered into the "technician comments" field the CSO # (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any deductibles and taxes paid by the customer. Claim Information - Saab US Only Page 1414 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 1121 Engine Coolant Temperature (ECT) Sensor Page 8457 Involved are certain vehicles within the VIN breakpoints shown above. PARTS INFORMATION -- Saab US Only Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Page 2621 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2060 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Page 2287 Test 1-2 Page 1233 1. Install the ignition lock cylinder. 2. Install the knee bolster. Page 5936 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 5495 Page 3428 Manifold Pressure/Vacuum Sensor: Testing and Inspection MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR DIAGNOSIS CIRCUIT DESCRIPTION The manifold absolute pressure (MAP) sensor responds to changes in intake manifold pressure which gives an indication of the engine load. The MAP sensor has a 5-volt reference circuit, a low reference circuit, and a signal circuit. The powertrain control module (PCM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit and provides a ground on the low reference circuit. The MAP sensor provides a signal to the PCM on the MAP sensor signal circuit, which is relative to the pressure changes in the manifold. With low MAP, such as during idle or deceleration, the PCM should detect a low MAP sensor signal voltage. With high MAP, such as ignition ON, engine OFF or wide open throttle (WOT), the PCM should detect a high MAP sensor signal voltage. The MAP sensor is also used in order to calculate the barometric pressure (BARO) when the ignition switch is turned ON, with the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The PCM monitors the MAP sensor signal for voltage outside of the normal range. If the PCM detects a MAP sensor signal voltage that is excessively low, DTC P0107 sets. If the PCM detects a MAP sensor signal voltage that is excessively high DTC P0108 sets. TEST DESCRIPTION Steps 1 - 2 Page 3521 Body Control Module (BCM) C1 Part 5 Body Control Module (BCM) C2 Page 6635 2. Compare the measurement to the J specification. Refer to Trim Height Specifications. 3. If the measurement is outside of the specified range, replace the front springs. 4. Using your hands, lift the rear bumper approximately 38 mm (1.59 in). 5. Gently remove your hands and allow the vehicle to lower. 6. Using your hands, jounce the rear of the vehicle downward approximately 38 mm (1.59 in). 7. Gently remove your hands and allow the vehicle to rise. 8. Measuring the K dimension for the left and right side of the vehicle inboard of the pinch-weld flange at 560 mm (22 in) from the centerline of the rear wheel. 9. Compare the measurement to the K specification. 10. If the measurement is outside of the specified range, replace the rear springs. The Z height dimension measurement determines the proper ride height for the front end of the vehicle. There is no adjustment procedure. Repair may require replacement of suspension components. Use the following procedure to check the Z height dimension: 1. Using your hands, lift the front bumper approximately 38 mm (1.59 in). 2. Gently remove your hands and allow the vehicle to settle 3. Repeat this operation a total of 3 times. 4. Measure at the bottom edge of the support flange and subtract the measurement from the lowest point of the ball stud. This will give you your Z height dimension. 5. Using your hands, jounce the front of the vehicle downward approximately 38 mm (1.59 in). 6. Gently remove your hands and allow the vehicle to settle 7. Repeat the jouncing operation 2 more times. 8. Measure the Z height dimension. 9. The true Z height dimension number is the average of the high and the low measurements. The D height dimension measurement determines the proper rear end ride height. There is no adjustment procedure. Repair may require replacement of suspension components. Page 537 HVAC CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) center trim panel. 2. Remove the HVAC control module screws. 3. Remove the HVAC control module. 4. Remove the HVAC control module wire harness connectors. INSTALLATION PROCEDURE IMPORTANT: The key should be in the OFF position when connecting the electrical connectors to ensure proper calibration. 1. Install the HVAC control module wire harness connectors. 2. Install the HVAC control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the HVAC control module screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the I/P center trim panel. IMPORTANT: Do not adjust any controls on the HVAC control module while the HVAC control module is calibrating. If interrupted improper HVAC performance will result. Page 6476 Application Table Part 3 Page 7731 9. Remove the connector position assurance (CPA) and the electrical connector for the driver inflator module. 10. Remove the horn grounded lead from the steering wheel. 11. Remove the inflatable restraint module. 12. Fully deploy the module before disposal. If the module was replaced under warranty, fully deploy and dispose of the module after the required retention period. Refer to Inflator Module Handling and Scrapping. INSTALLATION PROCEDURE 1. Connect the horn ground lead onto the steering wheel. 2. Connect the inflator module electrical connector and the CPA. IMPORTANT: This vehicle is equipped with dual stage frontal air bags. Match the right color connector to the right color opening in the module. Route the driver inflator wires, the redundant control wires, and the horn wires correctly. 3. Align the driver inflator module fasteners to the steering column fastener holes. 4. Push the driver inflator module firmly into the steering column in order to engage the fasteners. 5. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 3. 6. Install the steering column trim covers. Page 2872 Steps 8-12 Page 3067 Steps 3 - 4 Page 5237 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 5550 14. Remove the brake caliper guide pin bolts (2). 15. Remove the brake caliper from the caliper bracket. 16. Inspect the brake caliper guide pins for freedom of movement, and inspect the condition of the guide pin boots. Move the guide pins inboard and outboard within the bracket bores, without disengaging the slides from the boots, and observe for the following: ^ Restricted caliper guide pin movement ^ Looseness in the brake caliper mounting bracket ^ Seized or binding caliper guide pins ^ Split or torn boots 17. If any of the conditions listed are found, the brake caliper guide pins and/or boots require replacement. Installation Procedure 1. Install the brake caliper to the brake caliper bracket. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the brake caliper guide pin bolts (2). ^ Tighten the bolts to 35 Nm (26 ft. lbs.). Page 573 Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 4. Install the electrical center connector cover. 5. Turn the electrical center right side up. 6. Install the electrical center to the battery tray by pushing the electrical center into the retainer tab. 7. Install all of the fuses and the relays. 8. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 9. Install the electrical center cover. 10. Install the battery. Page 810 Pedal Positioning Sensor: Service and Repair BRAKE PEDAL POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the closeout panel. 2. Remove the steering wheel stub shaft bolt and position the steering wheel stub shaft away from the steering column in order to gain access to the brake pedal adjustment position sensor. 3. Remove the electrical connector from the brake pedal position sensor. 4. Remove the bolt from the position sensor, and remove the position sensor from the vehicle. INSTALLATION PROCEDURE IMPORTANT: Do not reuse the position sensor bolt. Always use a new bolt when installing a brake pedal position sensor. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the brake pedal position sensor and the bolt to the brake pedal bracket. Tighten Tighten the bolt to 2 N.m (18 lb in). 2. Install the electrical connector to the position sensor. 3. Install the steering wheel stub shaft to the steering column. 4. Install the closeout panel. 5. Calibrate the position sensor. Page 1893 Fuse Block - Underhood C2 Part 3 Page 5515 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding Manual Hydraulic Brake System Bleeding (Manual) Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to catch brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, or if you have disconnected the brake pipes from the proportioning valve assembly or the brake modulator assembly, you must perform the following steps to bleed air at the ports of the hydraulic component: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the brake pipes installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, loosen and separate one of the brake pipes from the port of the component. For the proportioning valve assembly or the brake modulator assembly, perform these steps in the sequence of system flow; begin with the fluid feed pipes from the master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the component. 3.4. Connect the brake pipe to the component and tighten securely. 3.5. Have an assistant slowly press the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the component 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the component. 3.9. With the brake pipe installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, after all air has been purged from the first port of the component that was bled, loosen and separate the next brake pipe from the component, then repeat steps 3.3-3.8, until each of the ports on the component has been bled. 3.10. After completing the final component: port bleeding procedure, ensure that each of the brake pipe-to-component fittings are properly tightened. 4. Fill the brake master cylinder reservoir with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. Ensure that the brake master cylinder reservoir remains at least half-full during this bleeding procedure. Add fluid as needed to maintain the proper level. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 6. Install a transparent hose over the end of the bleeder valve. 7. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 8. Have an assistant slowly press the brake pedal fully and maintain steady pressure on the pedal. 9. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. 10. Tighten the bleeder valve, then have the assistant slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 8-10 until all air is purged from the same wheel hydraulic circuit. 12. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit, install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 13. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 14. With the left front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left front hydraulic circuit, install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 15. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 16. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 17. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 18. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 19. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 20. Slowly press and release the brake pedal. Observe the feel of the brake pedal. 21. If the brake pedal feels spongy, repeat the bleeding procedure again. If the brake pedal still feels spongy after repeating the bleeding procedure, Page 3403 Steps 9-12 Page 3930 Steps 5 - 6 Page 399 ^ Pay the dealer the regular retail price (no discounts are available) for one of the following 1-year, non-refundable OnStar(R) Analog-to-Digital Transition (ADT) Service Subscription Plans: ^ 1-year Safe & Sound Subscription: $199 ($289 in Canada) ^ 1-year Directions & Connections Subscription: $399 ($579 in Canada) ^ Pay the dealer the applicable state and local sales taxes on the subscription: ^ U.S. Dealers: Taxes only apply in these states: CT, DC, FL, HI, ND, NJ, NM, NY, SC, SD, TX, and WV ^ Canadian Dealers: All applicable taxes ^ Pay the dealer a one-time charge of $15 for the upgrade: ^ U.S. Dealers: Do not collect taxes on the $15 ^ Canadian Dealers: Collect all applicable taxes on the $15 Note: Dealers should NOT remit OnStar(R) ADT-related taxes to their taxing authority as OnStar(R) is responsible for tax remittance. Please Be Sure To Read these Important Points: ^ The 1-year OnStar(R) subscription is not refundable or transferable to another person. Upgraders can apply unused subscription months to a new or Certified Pre-Owned digital OnStar-equipped GM vehicle purchase or lease. As noted above, the digital upgrade program requires the subscriber to purchase a one-year prepaid OnStar(R) subscription. Assuming the subscriber intends to keep their vehicle, but subsequently purchases or leases a 2006 model year or newer OnStar(R)-equipped new or certified used GM vehicle, in the interest of subscriber satisfaction, they may apply remaining unused whole months of the subscription to the new vehicle. The subscription may not be applied to another person's vehicle. Important: This is a customer satisfaction measure that would usually occur several months after an upgrade. It is not intended to be leveraged as part of a new/used vehicle purchase or lease transaction. ^ The $15 charge is not refundable. ^ Dealer ADT kit orders are VIN specific. Dealer kit orders require a VIN and must be exchanged with the OnStar(R) unit in the vehicle with that VIN. Proper activation and enrollment depends on this step. ^ You must put the actual miles on the Repair Order. Do not estimate. ^ Customers will receive a Hands-Free Calling number once the digital hardware is installed and configured. ^ Any nametags that were stored in the old system will need to be re-set by the subscriber once the new hardware is installed. ^ Customers are responsible for the charges described above regardless of whether their vehicle is in or out of the New Vehicle Warranty period. In addition, customers should not be charged labor costs. Dealers can charge GM the labor for the upgrade as specified at the end of this bulletin using the listed labor operation. ^ Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within InfoNET. ^ Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). If you are unsure who the PSC is, check with the Sales Manager. Ordering the Upgrade Kit/Upgrade kit Installation Ordering the Upgrade Kit 1. To order a kit, you will need to access the OnStar(R) Online Enrollment webpage, located under the sales or service workbench of GM GlobalConnect (infoNET for Canadian upgrade orders). These kits cannot be ordered from GMSPO. Page 5191 Page 5559 Notice: Refer to Fastener Notice in Service Precautions. 8. Install the 2 brake caliper guide pin bolts ^ Tighten the brake caliper guide pin bolts to 35 Nm (26 ft. lbs.). 9. Install the tire and wheel. 10. Lower the vehicle. 11. Fill the master cylinder to the proper level 12. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Testing and Inspection Ignition Cable: Testing and Inspection SPARK PLUG WIRE INSPECTION Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. Refer to Spark Plug Wire Replacement. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: - Tearing - Piercing - Arcing - Carbon Tracking - Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 6001 Fuse Block - Underhood C3 Part 1 Locations Mass Air Flow (MAF) Sensor: Locations Top Right Front Of Engine Page 1073 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 8032 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Procedures Body Control Module: Procedures BODY CONTROL MODULE (BCM) PROGRAMMING/RPO CONFIGURATION 1. A new body control module (BCM) must be programmed with the proper regular production option (RPO) configurations. The BCM stores the information regarding the vehicle options and if the BCM is not properly configured with the correct RPO codes, the BCM will not control all of the features properly. The Tech 2 software will automatically prompt you with the RPO available for the vehicle. Ensure that the following conditions exist in order to prepare for BCM programming: The battery is fully charged. - The ignition switch is in the ON position. - The data link connector (DLC) is accessible. - All disconnected modules and devices are reconnected before programming. 2. To setup a new BCM, access the Vehicle Control Systems in Computer/Integrating Systems menu on the scan tool to program the BCM. Select Module Replacement/Setup and follow the instructions on the scan tool. 3. If the BCM fails to accept the program, perform the following steps: - Inspect all BCM connections. - Verify that the scan tool has the latest software version. BPP Sensor Calibration IMPORTANT: If the body control module (BCM) or the brake apply sensing system (BAS) sensor is replaced, a brake pedal position (BPP) sensor calibration must be performed. Perform the BPP Sensor Calibration using a scan tool. Refer to Brake Pedal Position Sensor Calibration Description and Operation in Lighting Systems, for the BPP calibration procedure. Passkey 3 Programming Procedures IMPORTANT: If any module or device listed is replaced, programming of the module must be done prior to performing the Passkey 3 Programming procedure. Perform the Passkey 3 Programming Procedure if any of the following components have been replaced: The body control module (BCM) - The powertrain control module (PCM) Refer to Programming Theft Deterrent System Components in Theft Deterrent for the proper procedure. IMPORTANT: After programming, perform the following to avoid future misdiagnosis: 1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve history DTCs from all modules. 5. Clear all history DTCs. Page 8350 Check - Vehicle. The Diagnostic System Check will provide the following information: ^ The identification of the control modules which command the system ^ The ability of the control modules to communicate through the serial data circuit ^ The identification of any stored diagnostic trouble codes (DTCs) and their status The use of the Diagnostic System Check will identify the correct procedure for diagnosing the system and where the procedure is located. Visual/Physical Inspection Perform the following visual inspections; ^ Inspect for aftermarket devices which could affect the operation of the Radio/Audio System. Refer to Checking Aftermarket Accessories in SI. ^ Inspect the easily accessible and visible system components for obvious damage or conditions which could cause the symptom. Intermittent Conditions Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections in SI. Symptom List Page 8474 10.4. Remove the end cap from the new optic cable, connect to the connector and refit the secondary catch (D). Fit the terminal housing (C) to the connector and refit the locking strip (B). 10.5. Secure the old optic cable together with the new one (E). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker. 12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables: 12.1. Cut off the cable tie holding the connector (H2-9) against REC. Page 1819 perform the following steps: 21.1. Inspect the brake system for external leaks. 21.2. Pressure bleed the hydraulic brake system in order to purge any air that may still be trapped in the system. 22. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 23. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. Pressure Hydraulic Brake System Bleeding (Pressure) ^ Tools Required J 29532 Diaphragm Type Brake Pressure Bleeder, or equivalent - J 44894-A Brake Pressure Bleeder Adapter Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to catch brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal becomes firm, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, or if you have disconnected the brake pipes from the proportioning valve assembly or the brake modulator assembly, you must perform the following steps to bleed air at the ports of the hydraulic component: 3.1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 3.2. With the brake pipes installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, loosen and separate one of the brake pipes from the port of the component. For the proportioning valve assembly or the brake modulator assembly, perform these steps in the sequence of system flow; begin with the fluid feed pipes from the master cylinder. 3.3. Allow a small amount of brake fluid to gravity bleed from the open port of the component. 3.4. Connect the brake pipe to the component and tighten securely. 3.5. Have an assistant slowly press the brake pedal fully and maintain steady pressure on the pedal. 3.6. Loosen the same brake pipe to purge air from the open port of the component. 3.7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 3.8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the component. 3.9. With the brake pipe installed securely to the master cylinder, proportioning valve assembly, or brake modulator assembly, after all air has been purged from the first port of the component that was bled, loosen and separate the next brake pipe from the component, then repeat steps 3.3-3.8, until each of the ports on the component has been bled. 3.10. After completing the final component port bleeding procedure, ensure that each of the brake pipe-to-component fittings are properly tightened. 4. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install the J 44894-A to the brake master cylinder reservoir. 6. Check the brake fluid level in the J29532, or equivalent. Add Delco Supreme 1 1CR) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point. 7. Connect the J 29532, or equivalent, to the J 44894-A. 8. Charge the J 29532, or equivalent, air tank to 175-205 kPa (25-30 psi). 9. Open the J 29532, or equivalent, fluid tank valve to allow pressurized brake fluid to enter the brake system. 10. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks. Any brake fluid leaks identified require repair prior to completing this procedure. 11. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve 12. Install a transparent hose over the end of the bleeder valve. 13. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 14. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder. then tighten the bleeder valve. Page 6806 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 3319 Steps 29 - 32 Page 2971 Knock Sensor (KS)2 Page 27 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Locations Left Rear Of Engine Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 3317 Steps 19 - 23 Page 5103 Shift Effort Shift effort will vary among different style transmissions and synchronizer designs. Usually the more heavy duty the transmission, the higher the shift effort because of the increased mass of the components. Shift effort can also be higher in cold weather because the fluid will be thicker. Medium duty transmissions will not shift as quickly as a Corvette transmission. To reduce shift effort, do not attempt to rush the shift - allow the synchronizers to work as designed. Shifting harder will only increase the chance of rushing past the synchronizer leading to grinding while shifting. Non-Synchronized Gears Some light duty truck transmissions in 1st gear (creeper-gear) and reverse gears in various transmissions, along with all gears in some medium duty transmissions, may be non-synchronized. This means there is not a mechanism to match input and output shaft speeds to allow for a smooth shift. This function is left up to the driver. This can be noticed if a shift into 1st or reverse is attempted while the vehicle is rolling or before the input shaft stops rotating leading to a gear grind. The grinding can be reduced by coming to a complete stop and pausing for a moment before shifting into the 1st or reverse gear. Some slight grinding can be expected. In medium duty non-synchronized transmissions, the driver must match input shaft (engine) speed to output shaft (driveshaft) speed with every shift. This can be accomplished by double clutching, or by using other methods. If the driver is not able to perform this function properly, there will be gear grinding with each improperly completed shift. Driver training may be required to correct this condition. Clutch brakes are used in medium duty non-synchronized transmissions to allow a shift into gear at a stop. The clutch brake is used to stop the input shaft from spinning, allowing a shift into gear at a stop without grinding. The clutch brake is activated by pressing the clutch pedal all the way to the floor. When the clutch brake is used, it is possible to have a blocked shift with the vehicle stationary. If this occurs, engage the clutch slightly to rotate the input gear to allow the shift. The clutch brake is intended to only be used while at a stop. Care must be taken to not activate the clutch brake while shifting between gears. This could lead to excessive grinding or a blocked or missed shift. Skip Shift Currently, the Cadillac CTS-V, Pontiac GTO, Chevrolet Corvette and Camaro SS (other models may follow) equipped with the 6-speed manual transmission have a feature referred to as a "skip-shift." This feature only allows a shift from 1st to 4th gear when the indicator lamp is illuminated on the dash. Dealers cannot disable this feature as it was established to help meet fuel economy standards. The conditions for this feature are: engine coolant at normal operating temperature, vehicle speed of 24-31 km/h (15-19 mph), 21% or less throttle being used (refer to Service Information or the Owner Manual for more details.) Disclaimer Page 4011 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the camshaft position (CMP) sensor electrical connector. 2. Remove the CMP sensor bolt. 3. Remove the CMP sensor. 4. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil and replace the O-ring if damaged. 2. Install the CMP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CMP sensor bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. Page 7683 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Place the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. Open front hood and locate the front end sensor, also known as the front end sensor (1). 7. Remove both connector position assurance (CPA) from the right and left front end sensor connector. 8. Remove both front end sensors connector from the front end sensor (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Service and Repair Expansion Valve: Service and Repair THERMAL EXPANSION VALVE REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. 2. Remove the surge tank from the surge tank bracket. 3. Remove the suction line from the dash clip. 4. Remove the liquid line from the dash clip. 5. Remove the liquid line and suction line nut from the thermal expansion valve (TXV). 6. Remove the suction line from the TXV. 7. Remove the liquid line from the TXV. 8. Remove the TXV screws. Page 1167 Steps 5 - 6 Page 6493 Location View Location View Page 6853 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Rear Front Steering Knuckle: Service and Repair Rear Knuckle Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel. 3. Remove the rear wheel bearing. 4. Using a suitable jack, raise the knuckle in order to relieve tension from the shock. 5. Remove the lower shock to knuckle bolt. 6. Remove the coil spring. 7. Remove the toe link. 8. Remove the upper control arm to knuckle bolt and nut. Page 4102 Top Rear Of Engine Page 8191 7.2. Remove the console (A). 7.3. Disconnect the connector (B) from the OnStar(R) control module. Important: Secure the cable harness to prevent the risk of scraping and rattling. 7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness again and secure with cable ties (D). 7.5. 5D: Assemble the right-hand cover for the luggage compartment floor. 8. Fit the ground cable on the battery's negative cable. Locations Left Side of HVAC Case Page 5236 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 8294 2. Skip to the next step if the vehicle to be upgraded is not shown above. 3. Skip to the next step if the vehicle to be upgraded is not a 2005 Cadillac STS. The 2005 Cadillac STS kit may include a new inside rearview (ISRV) mirror assembly and a new ISRV mirror wiring cover. If the kit you receive includes these parts, please remove the existing ISRV mirror and wire cover from the vehicle and install the ones provided in the kit per the instructions in SI. 4. Skip this step if the vehicle to be upgraded is not listed below. ^ 2003-2004 Saturn L-Series ^ 2003 Saturn ION ^ 2002-2003 Saturn VUE 1. Locate and remove the Right Audio output signal terminal 7 from Connector C2 at the Vehicle Communication Interface Module (VCIM). 2. Remove the terminal end and strip the wire. 3. Locate the Left Audio output signal wire from terminal 1 in Connector C2. 4. Splice the Right Audio output signal wire from terminal 7 with the Left Audio output signal wire from terminal 1. 5. See Wiring Repairs in SI for approved splicing methods. Page 6122 C707 Rear Lamp Harness To Left Tail Lamp Harness Page 2887 Powertrain Control Module (PCM) C1 Part 3 Page 5241 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Generator Bracket Replacement Alternator: Service and Repair Generator Bracket Replacement GENERATOR BRACKET REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Rotate the drive belt tensioner counterclockwise. 3. Remove the accessory drive belt. 4. Remove the generator. 5. Remove the drive belt tensioner bolt. 6. Remove the drive belt tensioner. 7. Remove the drive belt idler pulley bolt. 8. Remove the drive belt idler pulley. Page 4624 Fluid Pan: Service and Repair Oil Pan Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Place a drain pan under the transaxle oil pan. 3. Remove the oil pan bolts from the front and sides only. 4. Loosen the rear oil pan bolts approximately 4 turns. Notice: Pry the oil pan carefully in order to prevent damage to the transaxle case or the oil pan sealing surfaces. 5. Lightly tap the oil pan with a rubber mallet or carefully pry in order to allow the oil to drain. 6. Remove the remaining oil pan bolts and the oil pan. 7. Remove the oil pan gasket. 8. Remove all traces of the old gasket material. Clean the transaxle case and oil pan gasket surfaces with solvent, and allow to air dry. Installation Procedure Capacity Specifications Refrigerant: Capacity Specifications Air Conditioning Refrigerant ................................................................................................................ ....................................................... 0.5 kg (1.1 lbs.) Page 1069 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 5150 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 4425 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 4487 Disclaimer Page 8462 2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure location. Refer to Cellular Communications Connector End Views and related schematics in SI, if required. Important: DO NOT perform the OnStar(R) reconfiguration and/or programming procedure. 3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. 2002 Through 2006 Model Year Vehicles (Except Saab Vehicles) 2002 through 2006 Model Year Vehicles (Except Saab Vehicles) Important: The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully perform the VCIM setup procedure and disable the analog system. 1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument panel of the vehicle. 2. Turn the Tech 2 ON by pressing the power button. Important: Tech 2 screen navigation to get to the setup procedure depends on the year and make of the vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2 screen is provided below. ^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >> Setup New OnStar >> ^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm. Interface Module >> Module Setup >> VCIM Setup >> 3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup Tech 2 screen. 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 1. Remove the ground cable from the battery's negative terminal. 2. Apply the handbrake brake. 3. Detach the floor console. 4. Remove the switch and the floor console: 3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector. 3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then unhooking the front edge. Unplug the ignition TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 2305 1. Position the motor mount on the frame 2. Use the jackstand to lower the engine mount bracket on to the engine mount. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the engine mount to frame bolts. ^ Tighten the nuts to 50 Nm (37 ft. lbs.). 4. Install the motor mount to motor mount bracket nuts. ^ Tighten the nuts to 50 Nm (37 ft. lbs.). 5. Install the engine splash shield. 6. Install the tire and wheel. 7. Lower the vehicle. Page 2867 Steps 1-8 Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Front Wheel Bearing: Service and Repair Front Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Removal Removal Procedure 1. Raise the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft nut. 4. Remove the brake rotor. 5. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 6. Remove the wheel speed sensor connector from the bracket by depressing the locking tabs, if equipped with ABS. Notice: Avoid tool contact to the outer constant velocity boot seal when removing the wheel bearing mounting bolts. Failure to observe this notice may result in damage to the CV boot. 7. Remove the 3 hub and bearing assembly bolts. 8. Install the J 42129 to the hub and bearing assembly in order to remove the hub and bearing assembly from the wheel drive shaft. Page 4307 Tire and Wheel Removal and Installation Tires: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Torque Limiting Socket Set Removal Procedure 1. Raise and support the vehicle. 2. Remove the wheel center cap, if equipped. 3. Remove the wheel nut caps, if equipped. 4. Mark the relationship of the wheel to the hub. 5. Remove the wheel nuts. Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident Notice: Removing the wheel may be difficult because of foreign materials or a tight fit between the wheel and the hub/rotor. Slightly tap the tire side wall with a rubber mallet in order to remove the wheel. Failure to Follow these instructions may result in damage to the wheel. 6. Remove the tire and wheel assembly from the vehicle. If the tire and wheel assembly is difficult to remove, perform the following steps: 6.1. Install and tighten all wheel nuts on the affected wheel. 6.2. Loosen each wheel nut two turns. 6.3. Lower the vehicle. 6.4. Rock the vehicle from side to side. 6.5. Repeat this procedure if necessary. 7. If the tire and wheel assembly still does not loosen, perform the following steps: 7.1. Start the engine. 7.2. Drive the vehicle forward and rearward slightly while applying quick, hard jabs of the brakes prior to changing direction. 7.3. Repeat this procedure if necessary. Installation Procedure Page 1922 Location View Location View Page 191 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness once more and secure with cable ties (H). 6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the ordinary securing points and by the speaker (I). 6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel housing, next to REC. The cable is secured in the existing clips. 6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement. 6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.24. Fold up the rear seat backrest. 6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.26. Fit the A-pillar's lower side piece. 7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring: OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Front Impact Sensor: Service and Repair Front INFLATABLE RESTRAINT FRONT END SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 1. 2. Remove the connector-position assurance (CPA) from the electrical connector on the front end sensor. 3. Disconnect the front end sensor electrical connector (2) from the front end sensor. 4. Remove the 2 integral bolts that retain the front end sensor to the frame front crossmember. 5. Remove the front end sensor from the vehicle. INSTALLATION PROCEDURE 1. Install the front end sensor to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the 2 integral bolts that retain the front end sensor to the frame front crossmember. Tighten Tighten the bolts to 8 N.m (71 lb in). 3. Connect the sensor electrical connector (2) to the front end sensor. 4. Install the CPA to the sensor electrical connector. 5. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 1. Page 6261 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Specifications Harmonic Balancer - Crankshaft Pulley: Specifications Crankshaft Balancer Bolt First Pass ............................................................................................................................................. ................................................... 70 Nm 52 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................... 70 degrees Page 6326 Fuse Block - Underhood C1 Part 3 Fuse Block - Underhood C2 Page 2994 Lower Left Front Of Engine Left Front Of Engine Page 5252 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 3341 Page 4084 Ignition Control Module (ICM) Page 5736 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 7345 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 7385 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 1263 Seat Belt Switch Page 6814 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 2565 Important: The tabs must lock into the mounting bracket. 6. Pull upward on the surge tank to ensure that the tabs are engaged. 7. Install the surge tank inlet hose to the surge tank. 8. Reposition the surge tank inlet hose clamp at the surge tank using the J 38185. 9. Fill the coolant. 10. Install the surge tank cap. Page 5751 Alternator: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 3359 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Engine - Drive Belt, High RPM Squealing Noise Drive Belt: Customer Interest Engine - Drive Belt, High RPM Squealing Noise Bulletin No.: 05-06-01-009B Date: February 08, 2006 TECHNICAL Subject: LX9 Serpentine Drive Belt Assembly Squeals at Higher RPM and May Emit an Odor (Replace Serpentine Drive Belt Assembly) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 with 3.5L V6 Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being revised to update the VIN number. Please discard Corporate Bulletin Number 05-06-01-009A (Section 06 - Engine). Condition Some customers may comment that the serpentine drive belt assembly on the 3.5L LX9 engine may squeal at higher rpm (3500-4000 RPM) range, or at before shift point(s). There may also be an odor emitted from the serpentine drive belt under certain driving conditions. Cause There has been a material change to the engine serpentine drive belt assembly. Correction Replace the engine serpentine drive belt assembly with PIN 12591059. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 86 Claim Information - GM, Saturn Canada and Saab Canada Only Claim Information - Saturn US Only Customer Reimbursement Claims - Special Attention Required Customer reimbursement claims must have entered into the "technician comments" field the CSO # (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any deductibles and taxes paid by the customer. Claim Information - Saab US Only Page 1189 Oxygen Sensor: Service Precautions Heated Oxygen Sensor Resistance Learn Reset Notice Notice: When replacing the HO2S perform the following: ^ A code clear with a scan tool, regardless of whether or not a DTC is set ^ HO2S heater resistance learn reset with a scan tool, where available Perform the above in order to reset the HO2S resistance learned value and avoid possible HO2S failure. Page 5542 3. Install the brake pad retainers (2) to the brake caliper bracket (3). 4. Install the brake pads (1) to the brake caliper bracket (3). 5. Install the brake caliper. 6. Tighten the upper control arm bolt. ^ Tighten the upper control arm bolt to 180 Nm (133 ft. lbs.). 7. Install the rear tire and wheel assembly. 8. Lower the vehicle. 9. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Page 1879 Fuse Block - Rear C1 Part 7 Page 3928 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS SYSTEM DESCRIPTION The powertrain control module (PCM) enables the fuel pump relay when the ignition switch is turned ON. The PCM will disable the fuel pump relay within 2 seconds unless the PCM detects ignition reference pulses. The PCM continues to enable the fuel pump relay as long as ignition reference pulses are detected. The PCM disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions (EVAP). The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contain a flow check valve. the check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. TEST Steps 1 - 2 Page 5540 Caution: Refer Brake Dust Caution in Service Precautions. 1. Raise and support the vehicle. 2. Remove the rear tire and wheel assembly. 3. Loosen the upper control arm bolt and position the bolt forward as shown. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. 4. Remove the brake caliper (2) from the brake caliper bracket (3) and support the brake caliper (2) with heavy mechanic's wire (1), or equivalent. Do NOT disconnect the hydraulic brake flexible hose from the caliper. Page 7214 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 2285 2. This inspection is to verify the condition of the drive belt. Damage to the belt may have occurred when it came off of the pulleys. The drive belt may have been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears. sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across 2 or 3 pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off. 7. inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Drive Belt Rumbling Drive Belt Rumbling Diagnosis Test 1-3 Drive Belt Squeal Drive Belt Squeal Diagnosis Test 1-6 Drive Belt Vibration Drive Belt Vibration Diagnosis Page 2724 Exhaust Pipe: Service and Repair Tail Pipe Replacment Tail Pipe Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the muffler and resonator assembly from the intermediate or crossover pipe. 3. Remove the muffler from the hangers. Installation Procedure 1. Install the muffler to the hangers. 2. Install the muffler assembly to the intermediate pipe. Notice: Refer to Fastener Notice in Service Precautions. 3. Tighten the muffler assembly nuts. ^ Tighten the muffler assembly nuts to 20 Nm (15 ft. lbs.). 4. Lower the vehicle. Engine - Drive Belt Misalignment Diagnostics Drive Belt: All Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Page 4738 3. Install the transaxle oil cooler line assembly to the transaxle. 4. Install the transaxle oil cooler line assembly nut. Tighten the oil cooler line assembly nut to 7 Nm (62 inch lbs.). 5. Lower the vehicle. 6. Add fluid to the transaxle. 7. Start the engine and check for leaks. Torque Converter, Turbine Shaft Seal Replacement Torque Converter, Turbine Shaft Seal Replacement Removal Procedure Caution: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Remove the transmission assembly from the vehicle. 3. Remove the torque convertor assembly from the transmission. 4. Remove the torque convertor O-ring seal from the end of the turbine shaft. Use a screwdriver. Installation Procedure Page 2403 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Page 3830 - Shell - Shell-Canada - Entec Stations located in the greater Montgomery, Alabama area. - MFA Oil Company located throughout Missouri. - Kwik Trip, Inc. in Minnesota and Wisconsin and Kwik Star convenience stores in Iowa. The Somerset Refinery, Inc. at Somerset Oil stations in Kentucky. Aloha Petroleum - Tri-Par Oil Company - Turkey Hill Minit Markets - Texaco - Petro-Canada - Sunoco-Canada - Road Ranger located in Illinois, Indiana, Iowa, Kentucky, Missouri, Ohio and Wisconsin What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent requirements imposed by the EPA. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began on May 3, 2004 and many fuel marketers have joined the program and have introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Where Can I find the Latest Information on TOP TIER Fuel and Retailers? On the web, please visit www.toptiergas.com for additional information and updated retailer lists. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: Audi, BMW, General Motors, Honda, Toyota and Volkswagen. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Disclaimer Page 751 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 4 Page 6424 C500 Body Harness To Left Front Door Harness Part 2 Page 3371 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 6772 Disclaimer Page 7960 Seat Belt Tensioner: Service and Repair Deployment Inside the Vehicle DEPLOYMENT INSIDE THE VEHICLE Refer to Inflator Module Handling and Scrapping for deploying the pretensioner inside vehicle under Vehicle Scrapping Procedure. Page 2755 Disclaimer Page 334 Vehicles Built with Upgradeable OnStar(R) System Analog Modules Note: Page 5945 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 2553 8. Remove the surge tank outlet hose from the radiator. 9. Raise the vehicle. Refer to Vehicle Lifting. 10. Remove the surge tank outlet hose from the surge tank hose clip. 11. Remove the surge tank outlet hose clamps from the surge tank outlet hose. Installation Procedure 1. Install the surge tank outlet hose clamps to the surge tank outlet hose. 2. Install the surge tank outlet hose to the surge tank hose clip. 3. Lower the vehicle. Page 6053 C109 Forward Lamp Harness To Left Headlamp Harness Procedures Body Control Module: Procedures BODY CONTROL MODULE (BCM) PROGRAMMING/RPO CONFIGURATION 1. A new body control module (BCM) must be programmed with the proper regular production option (RPO) configurations. The BCM stores the information regarding the vehicle options and if the BCM is not properly configured with the correct RPO codes, the BCM will not control all of the features properly. The Tech 2 software will automatically prompt you with the RPO available for the vehicle. Ensure that the following conditions exist in order to prepare for BCM programming: The battery is fully charged. - The ignition switch is in the ON position. - The data link connector (DLC) is accessible. - All disconnected modules and devices are reconnected before programming. 2. To setup a new BCM, access the Vehicle Control Systems in Computer/Integrating Systems menu on the scan tool to program the BCM. Select Module Replacement/Setup and follow the instructions on the scan tool. 3. If the BCM fails to accept the program, perform the following steps: - Inspect all BCM connections. - Verify that the scan tool has the latest software version. BPP Sensor Calibration IMPORTANT: If the body control module (BCM) or the brake apply sensing system (BAS) sensor is replaced, a brake pedal position (BPP) sensor calibration must be performed. Perform the BPP Sensor Calibration using a scan tool. Refer to Brake Pedal Position Sensor Calibration Description and Operation in Lighting Systems, for the BPP calibration procedure. Passkey 3 Programming Procedures IMPORTANT: If any module or device listed is replaced, programming of the module must be done prior to performing the Passkey 3 Programming procedure. Perform the Passkey 3 Programming Procedure if any of the following components have been replaced: The body control module (BCM) - The powertrain control module (PCM) Refer to Programming Theft Deterrent System Components in Theft Deterrent for the proper procedure. IMPORTANT: After programming, perform the following to avoid future misdiagnosis: 1. Turn the ignition OFF for 10 seconds. 2. Connect the scan tool to the data link connector. 3. Turn the ignition ON with the engine OFF. 4. Use the scan tool in order to retrieve history DTCs from all modules. 5. Clear all history DTCs. OnStar(R) - Analog/Digital System Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Analog/Digital System Information INFORMATION Bulletin No.: 06-08-46-008C Date: September 18, 2008 Subject: Information on OnStar(R) Dual-Mode (Analog/Digital) Systems Models Supercede: This bulletin is being revised to correct the model year range for the Chevrolet Impala and Monte Carlo and update the reference to GM Dealerworld. Please discard Corporate Bulletin Number 06-08-46-008B (Section 08 - Body and Accessories). All 2000-2003 model year vehicles equipped with OnStar® from the list above were built with Analog/Digital-Ready OnStar(R) Hardware. Some of these vehicles may have been upgraded to Dual-Mode (Analog/Digital). Certain 2004-2005 model year vehicles equipped with OnStar(R) from the list above may have been either: ^ Originally built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware with Dual-Mode (Analog/Digital) OnStar(R) Hardware OR ^ Upgraded to Dual-Mode (Analog/Digital) Hardware All 2006 model year and newer vehicles equipped with OnStar(R) were built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware. If a vehicle has Dual-Mode (Analog/Digital) OnStar(R) Hardware, then the system is capable of operating on both the analog and digital cellular Page 3221 Body Control Module - C2 Part 6 Page 5329 Left Front Door Page 5970 Application Table Part 3 Page 4174 Page 6057 Multiple Junction Connector: Diagrams C206 - C214 C206 I/P Harness To Body Harness Part 1 Service and Repair Vehicle Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Disconnect the electrical connector. 3. Remove the output speed sensor stud. 4. Remove the output speed sensor from the transaxle case. Important: Inspect the O-ring for damage and replace if necessary. 5. Remove the O-ring from the output speed sensor. Installation Procedure 1. Install the O-ring onto the output speed sensor. 2. install the output speed sensor into the transaxle case. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the output speed sensor stud. Tighten the speed sensor stud to 11 Nm (8 ft. lbs.). 4. Connect the electrical connector. 5. Lower the vehicle. Page 510 Page 8002 EVAP Canister Vent Solenoid Valve Replacement (Malibu Sedan) Canister Vent Valve: Service and Repair EVAP Canister Vent Solenoid Valve Replacement (Malibu Sedan) EVAPORATIVE EMISSION (EVAP) CANISTER VENT SOLENOID VALVE REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Lower the fuel tank enough on the RH side to access the purge valve. Refer to Fuel Tank Replacement (Malibu Sedan) Fuel Tank Replacement (Malibu MAXX). It is not necessary to fully remove the fuel tank from the vehicle 3. Disconnect the evaporative emission (EVAP) vent valve electrical connector. 4. Remove the vent hose. 5. Depress the locking tab on the EVAP vent valve mount and slide the valve rearward off of the fuel tank. INSTALLATION PROCEDURE Note: Refer to Fastener Notice in Service Precautions. 1. Install the EVAP canister vent valve on the mount on the fuel tank, push the valve forward until the locking tab engages. Tighten Tighten the bolt to 10 N.m (89 lb in). 2. Connect the vent hose. 3. Connect the electrical connector. 4. Install the fuel tank. 5. Lower the vehicle. Page 7437 Control Module HVAC: Diagrams HVAC System - Automatic Blower Motor Control Module Page 5129 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 3759 Back Side Of Engine Page 459 Under Front Passenger Seat Page 2818 Body Control Module (BCM) C1 Part 3 O-Ring Replacement A/C Coupler O-ring: Service and Repair O-Ring Replacement O-RING REPLACEMENT REMOVAL PROCEDURE 1. Disassemble the A/C refrigerant components. Refer to the appropriate repair procedure. 2. Remove the O-ring seal from the A/C refrigerant component. 3. Inspect the O-ring seal for signs of damage to help determine the root cause of the failure. 4. Inspect the A/C refrigerant components for damage or burrs. Repair if necessary. IMPORTANT: Cap or tape the open A/C refrigerant components immediately to prevent system contamination. 5. Cap or tape the A/C refrigerant components. 6. Discard the O-ring seal. INSTALLATION PROCEDURE 1. Inspect the new O-ring seal for any sign or cracks, cuts, or damage. Replace if necessary. 2. Remove the cap or tape from the A/C refrigerant components. 3. Using a lint-free clean, dry cloth, carefully clean the sealing surfaces of the A/C refrigerant components. IMPORTANT: DO NOT allow any of the mineral base 525 viscosity refrigerant oil on the new O-ring seal to enter the refrigerant system. 4. Lightly coat the new O-ring seal with mineral base 525 viscosity refrigerant oil. IMPORTANT: DO NOT reuse O-ring seals. 5. Carefully slide the new O-ring seal onto the A/C refrigerant component. 6. The O-ring seal must be fully seated. 7. Assemble the A/C components. Refer to the appropriate repair procedure. Page 8242 Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. This DTC cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U0140 - U0184 Circuit Description Modules connected to the GMLAN serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. When the module detects one of the following conditions on the GMLAN serial data circuit, a DTC will set. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. Conditions for Setting the DTCs Diagnostic algorithms are designed so that a single point failure within a particular node shall result in a single DTC/FTB combination being set. Any recognized faults shall generate one DTC. Recognized faults may include but are not limited to the following: ^ Open or shorted condition on an I/O Circuit outside of normal operation of that circuit. ^ Erratic signal of a circuit, outside of normal operation, which can be readily and repeatedly recognized as erratic. ^ A condition, outside of normal operation, which causes a customer perception of a performance problem. ^ A condition whether hardware or data link error, which causes a device to operate in a default or fail soft mode. ^ A condition which changes or limits system performance. ^ Network supervision/signal supervision errors. ^ ECU Internal errors. ^ Criteria determined by legislation. An initialization or shutdown self-test shall be performed and may include but is not limited to the following: ^ RAM check ^ ROM/EEPROM/Flash check Page 1773 Disclaimer Page 1220 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the camshaft position (CMP) sensor electrical connector. 2. Remove the CMP sensor bolt. 3. Remove the CMP sensor. 4. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil and replace the O-ring if damaged. 2. Install the CMP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CMP sensor bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. Page 1053 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 6443 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 3 Page 4362 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 6890 8. Install the three pieces of foam to the attaching bracket starting at the top center inside the bracket and proceed down across the fuel lines, then at the inside of the bracket at the left and right positions of the center piece of foam. Finally, install the last two pieces of foam to the inside bracket at the left and right extended sides behind the retaining holes as shown above. 9. Reposition the radiator surge tank back onto the bracket and seat the two retaining tabs on the tank. 10. Drive the vehicle to verify that the noise is no longer present. Parts Information Order Adhesive Back Shim Stock from Kent Automotive at 1-888-YES-KENT or online at www.kent-automotive.com. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 8439 DTC B2483: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2484: Global Positioning System (GPS) Antenna Malfunction Open Circuit Conditions for Running the DTCs The ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTCs B2462 02: The CIM detects a short to ground on the navigation antenna signal circuit. B2462 04: The CIM detects an open/high resistance on the navigation antenna signal circuit. B2483: The CIM detects a short to ground on the navigation antenna signal circuit. B2484: The CIM detects an open/high resistance on the navigation antenna signal circuit. Action Taken When the DTCs Set The OnStar(R) status LED turns red. The OnStar(R) Call Center cannot locate the vehicle. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 50 consecutive malfunction-free ignition cycles have occurred. Circuit/System Testing Turn OFF the ignition. 1. Disconnect the navigation antenna coax cable from the VCIM. 2. Ignition ON, test for 4.5-5.5 volts between the VCIM coax cable center conductor terminal at the VCIM and ground. ^ If not within the specified range, replace the VCIM. Refer to the appropriate vehicle in SI. 3. Reconnect the coax cable to the VCIM. 4. Disconnect the coax cable from the navigation antenna. 5. Test for 4.55.5 volts between the coax cable center conductor and the outer shield. ^ If not within the specified range, replace the coax cable. 6. If all circuits test normal, replace the navigation antenna. Refer to the appropriate vehicle in SI. DTC B2470 DTC Descriptor DTC B2470 04: Cellular Phone Antenna Circuit Malfunction Open Circuit Circuit/System Description The cellular antenna is connected to the vehicle communication interface module (VCIM) with an RG-58 coax cable. The VCIM collects the data from the cellular antenna once every second. Locations Ambient Light Sensor: Locations Instrument Panel Page 6253 Page 6298 Application Label Part 3 Application Label Part 4 Page 5741 Page 1382 Page 159 A current DTC clears when the condition for setting the DTC is no longer present. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Without RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 5. If all circuits test normal, test or replace the cellular microphone. Circuit/System Testing With RPO UAV 1. Turn OFF the ignition and all electrical components, including the scan tool. 2. Disconnect the X4 harness connector at the navigation radio and the harness connector at the cellular microphone. 3. Test for less than 5 Ohms between the low reference circuit terminal A and ground. ^ If greater than the specified range, test the low reference circuit for an open/high resistance. If the circuit tests normal, replace the VCIM. Refer to the appropriate vehicle in SI. 4. Ignition ON, test for 9 - 11 volts between the signal circuit terminal B and ground. ^ If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the VCIM. ^ If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the VCIM. 5. If all circuits test normal, test or replace the cellular microphone. 6. Connect the X4 harness connector at the navigation radio. 7. With a scan tool, verify that DTC B2455 is not set as current in the navigation radio. ^ If DTC B2455 is set as current, replace the navigation radio. Refer to the appropriate vehicle in SI. DTC B2462, B2483, or B2484 Circuit/System Description The vehicle communication interface module (VCIM) receives information from a specific navigation antenna located on the outside of the vehicle. The navigation antenna is connected to the VCIM via a shielded coaxial cable. The antenna cable also provides a path for DC current for powering the antenna. DTC Descriptors DTC B2462 02: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2462 04: Global Positioning System (GPS) Antenna Malfunction Open Circuit Page 6541 For vehicles repaired under warranty, use the table. Disclaimer Page 1072 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 2895 Powertrain Control Module (PCM) C3 Part 3 Page 4203 Page 3331 Fuel Tank Pressure Sensor: Description and Operation FUEL TANK PRESSURE SENSOR The fuel tank pressure (FTP) sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.9 volts. A high FTP sensor voltage indicates a low fuel tank pressure or vacuum. A low FTP sensor voltage indicates a high fuel tank pressure. Page 5786 7. Install the generator. 8. Rotate the drive belt tensioner counterclockwise. 9. Install the accessory drive belt. 10. Connect the negative battery cable. Page 8487 2. Skip to the next step if the vehicle to be upgraded is not shown above. 3. Skip to the next step if the vehicle to be upgraded is not a 2005 Cadillac STS. The 2005 Cadillac STS kit may include a new inside rearview (ISRV) mirror assembly and a new ISRV mirror wiring cover. If the kit you receive includes these parts, please remove the existing ISRV mirror and wire cover from the vehicle and install the ones provided in the kit per the instructions in SI. 4. Skip this step if the vehicle to be upgraded is not listed below. ^ 2003-2004 Saturn L-Series ^ 2003 Saturn ION ^ 2002-2003 Saturn VUE 1. Locate and remove the Right Audio output signal terminal 7 from Connector C2 at the Vehicle Communication Interface Module (VCIM). 2. Remove the terminal end and strip the wire. 3. Locate the Left Audio output signal wire from terminal 1 in Connector C2. 4. Splice the Right Audio output signal wire from terminal 7 with the Left Audio output signal wire from terminal 1. 5. See Wiring Repairs in SI for approved splicing methods. Page 5477 Bulletin Format ***REPAIR ORDER REQUIRED DOCUMENTATION Page 6385 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 3895 Fuel Injector: Testing and Inspection Fuel Injector Balance Test With special Tool FUEL INJECTOR BALANCE TEST WITH SPECIAL TOOL SYSTEM DESCRIPTION The scan tool is first used to energize the fuel pump relay. The fuel injector tester is then used to pulse each injector for a precise amount of time, allowing a measured amount of fuel into the manifold. This causes a drop in system fuel pressure that can be recorded and used to compare each injector. TEST DESCRIPTION Page 6014 Location View Location View BCM - Brake Pedal Position Learn Procedure Body Control Module: All Technical Service Bulletins BCM - Brake Pedal Position Learn Procedure Bulletin No.: 03-08-47-002A Date: April 22, 2005 INFORMATION Subject: BCM Setup/Sensor Calibration Brake Pedal Position (BPP) Learn Procedure (PCM DTC P0703) Models: 2004 Chevrolet Malibu with 3.5L Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 03-08-47-002. Please discard Corporate Bulletin Number 03-08-47-002 (Section 08 - Body and Accessories). Due to a software issue with previously released software, a "work around procedure" was developed for the BCM setup/sensor calibration brake pedal position (BPP) learn procedure. New software has since been released and this "work around procedure" is no longer necessary. Disclaimer Page 3821 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Instruments - DIC Messages Missing Driver/Vehicle Information Display: All Technical Service Bulletins Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Page 3885 Fuel Injector 2 Page 1297 Page 2283 Drive Belt: Testing and Inspection Drive Belt Chirping Drive Belt Chirping Diagnosis Test 1-10 Drive Belt Excessive Wear Drive Belt Excessive Wear Diagnosis Test 1-6 Diagnostic Aids Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application. Page 5684 Important: Do NOT start the engine, but only turn the ignition switch to the ON position. 6. Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information Page 5968 Fuse: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Page 469 4. Remove the heated seat control module. INSTALLATION PROCEDURE 1. Install the heated seat control module. 2. Install the fastener to the heated seat control module. Page 275 ^ I/O check Any faults detected during the initialization self-test shall generate a DTC. All nodes also continuously perform a self-test while in an active state. DTCs and their associated telltales will set as a result of unprogrammed or unlearned information. DTCs, which are defined for system configuration (e.g. Vehicle Option Content not programmed) do not support the history status bit (set =0). Warning indicator bit is also set, when applicable, while this DTC is present. Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. The DTCs cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U1300, U1301, or U1305 Circuit Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the Class 2 serial data circuit about once every 2 seconds. When the module detects one of the following conditions on the Class 2 serial data circuit for approximately 3 seconds, the setting of all other Class 2 serial communication DTCs is inhibited and a DTC will set. Conditions for Running the DTCs Voltage supplied to the module is in the normal operating voltage range. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTCs No valid messages are detected on the Class 2 serial data circuit. The voltage level detected on the Class 2 serial data circuit is in one of the following conditions: Electrical - Loss Of Steering Assist/DTC C0900 Ground Strap: All Technical Service Bulletins Electrical - Loss Of Steering Assist/DTC C0900 TECHNICAL Bulletin No.: 08-02-32-005A Date: June 07, 2010 Subject: Loss of Power Steering Assist, Power Steering Warning Message Displayed in DIC, IPC/Radio Displays Erratic, DTC C0900, B1325 Set (Replace Ignition Coil/Module Assembly and Add Ground Strap) Models: 2004-2007 Chevrolet Malibu, Malibu Maxx with 3.5L Engine (VINs 8, N - RPOs LX9, LZ4) Supercede: This bulletin is being revised to add the 2007 model year. Please discard Corporate Bulletin Number 08-02-32-005 (Section 02 - Steering). Condition Some customers may comment on a loss of power steering assist at high RPM (above 3500 RPM) and a power steering warning message displayed in the DIC. They may also comment some instrument/radio displays are erratic. Upon investigation, the technician may find DTC C0900 set. If the displays were erratic, then DTC B1325 will also be set. Cause This condition may occur when the system voltage exceeds 16 volts for one second for code C0900 and the system shuts down to protect it from over-voltage operation. If the voltage exceeds 18 volts for five seconds for code B1325, then other electronic systems protect themselves and shut down. It has been found that this voltage increase is caused by an interaction between the alternator and the ignition coil/module assembly. Correction Replace the ignition coil/module assembly and add ground strap following the procedure below. 1. Disconnect the ignition coil electrical connector. 2. Disconnect the left side spark plug wires from the ignition coil. 3. Disconnect the right side spark plug wires from the ignition coil. 4. Remove the four bolts attaching the ignition coil to its mounting bracket and remove the ignition coil. 5. Remove the ignition coil from the mounting bracket. 6. Loosen the two lower ignition coil mounting bracket nuts. 7. Remove the two upper ignition coil mounting bracket bolts and discard. 8. Install the ground strap (1), P/N 12581176, to the upper left side of the bracket as shown between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Prior to installing the ground strap, remove the captured nut and washers. They are not needed (simply pound them out with a hammer on a vise). Install the washer (2), P/N 02436162, to the upper right side of the bracket between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Tighten Tighten all the ignition coil bracket bolts and nuts to 25 Nm (15 lb ft). 9. Install the new ignition coil to the mounting bracket. Page 7236 Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface and brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Important: Wheel nuts, studs, and mounting surfaces must be clean and dry. 1. Remove any corrosion or foreign material from the wheel and the hub mounting surfaces. 2. Clean the threads on the wheel studs and wheel nuts. 3. Install the tire and wheel assembly. Align the locating mark of the wheel to the hub. 4. Install the wheel nuts. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in the sequence shown, in order to avoid excessive runout. 5. Using the J 39544-KIT, tighten the wheel nuts in the sequence shown. ^ Tighten the nuts in sequence to 140 Nm (100 ft. lbs.). 6. Install the wheel nut caps, if equipped. 7. Install the wheel center cap, if equipped. 8. Lower the vehicle. Page 3363 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Campaign - Deactivation Of Analog OnStar(R) Technical Service Bulletin # 08089C Date: 081118 Campaign - Deactivation Of Analog OnStar(R) # 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008) Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION Page 3289 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 5131 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 7389 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct clamps from the mass airflow (MAF) sensor and the throttle body. 2. Disconnect the positive crankcase ventilation clean air tube from the intake duct. 3. Disconnect the MAF sensor electrical connector. 4. Remove the fastener that attaches the air intake duct to the upper tie-bar. 5. Remove the air cleaner cover fasteners and remove the air intake duct and air cleaner cover. 6. Separate the air intake duct from the MAF sensor. INSTALLATION PROCEDURE 1. Install the air intake duct to the MAF sensor. 2. Install the air intake duct to the throttle body and the air cleaner cover to the air cleaner assembly. 3. Install the air cleaner cover fasteners. 4. Install the fastener that attaches the air intake duct to the upper tie-bar. NOTE: Refer to Fastener Notice in Service Precautions. 5. Tighten the air intake duct clamps fastener at the upper tie bar. Tighten Tighten the intake air duct clamps to 10 N.m (89 lb in). 6. Reconnect the MAF sensor electrical connector. 7. Reconnect the positive crankcase ventilation clean air tube to the air intake duct. 8. Tighten the air intake duct clamps. Tighten Tighten the intake air duct clamps to 2 N.m (18 lb in). Page 5557 10. Install the brake caliper guide pin bolts. ^ Tighten the brake caliper bolts to 35 Nm (26 ft. lbs.). 11. Install the tire and wheel. 12. Lower the vehicle. 13. Fill the master cylinder to the proper level. Rear Disc Brake Hardware Replacement- Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, then no brake fluid needs to be removed from the reservoir before proceeding. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise and support the vehicle. 4. Using a C-clamp installed to the center of the outer brake pad and the back of the caliper, slowly compress the caliper piston into its bore just enough to remove the caliper from the mounting bracket. 5. Remove the 2 brake caliper guide pin bolts. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. 6. Remove the brake caliper from the brake caliper mounting bracket. 7. Remove the brake pads (1) from the brake caliper mounting bracket (3). 8. Remove the brake pad retainers (2) from the brake caliper mounting bracket (3). Page 7866 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 8 SIR DISABLING AND ENABLING ZONE 8 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. Page 8366 DTC B2476 04: Cellular Phone Select Service Switch Open Circuit DTC B2476 59: Cellular Phone Select Service Switch Stuck Button DTC B2482 00: Cellular Phone Select Service Switch Range/Performance Circuit Short to Ground Open / High Resistance Short to Voltage Signal Performance Circuit/System Description The OnStar(R) button assembly consists of 3 buttons, Call/Answer, OnStar(R) Call Center, and OnStar(R) Emergency. The vehicle communication interface module (VCIM) supplies the OnStar(R) button assembly with 10 volts via the keypad supply voltage circuit. Each of the buttons, when pressed, completes the circuit across a resistor allowing a specific voltage to be returned to the VCIM over the keypad signal circuit. Depending upon the voltage range returned, the VCIM is able to identify which button has been activated. Conditions for Running the DTCs The ignition is ON. System voltage is between 9 - 16 volts. Conditions for Setting the DTCs B2476 04: The VCIM detects an open/high resistance on the keypad supply voltage circuit. B2482 and B2476 59: The VCIM detects a valid signal on the keypad signal circuit for more than 15 seconds. If one of the OnStar(R) buttons is held or stuck for 15 seconds or more, the VCIM will set these DTCs. Action Taken When the DTCs Set The OnStar(R) status LED turns red. No calls can be placed. The VCIM will ignore all inputs from the OnStar® button assembly. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 100 consecutive malfunction-free ignition cycles have occurred. Page 4840 Page 2406 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. OnStar(R) - Analog/Digital Ready System Digital Upgrade Technical Service Bulletin # 05-08-46-006Q Date: 081028 OnStar(R) - Analog/Digital Ready System Digital Upgrade INFORMATION Bulletin No.: 05-08-46-006Q Date: October 28, 2008 Subject: Information on Upgrading Certain OnStar(R) Analog/Digital-Ready Systems to OnStar(R) Generation 6 Digital-Capable System Models Supercede: This bulletin is being revised to update the upgrade kit installation information for the 2001 Chevrolet Impala and Monte Carlo. Please discard Corporate Bulletin Number 05-08-46-006P (Section 08 - Body and Accessories). This bulletin is being issued to provide dealer personnel with information and procedures to follow should an owner wish to upgrade their OnStar(R) Analog/Digital-Ready system to an OnStar(R) Generation 6 Digital-Capable system. Disclaimer Program Overview Program Overview To upgrade their vehicle to an OnStar(R) Generation 6 Digital-Capable system, all that a customer must do is: ^ Take their vehicle to their dealer for the system upgrade. Page 3670 Lower Rear Of The Engine Fuse Block - Rear Label Relay Box: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Page 516 Left Rear Of Engine Compartment Page 5500 8. Remove the brake rotor. Installation Procedure Important: Whenever the brake rotor has been separated from the hub/axle flange, any rust or contaminants should be cleaned from the hub axle flange and the brake rotor mating surfaces. Failure to do this may result in excessive assembled lateral runout (LRO) of the brake rotor. which could fetid to brake pulsation. 1. Using the J 42450-A thoroughly clean any rust or corrosion from the mating surface of the hub/axle flange. 2. Using the J 41013, thoroughly clean any rust or corrosion from the mating surface and mounting surface of the brake rotor. 3. Inspect the mating surfaces of the hub/axle flange and the rotor to ensure that there are no foreign particles or debris remaining. 4. Install the brake rotor to the hub/axle flange.. Use the matchmark made prior to removal for proper orientation to the flange. 5. If the brake rotor was removed and installed as part of a brake system repair, measure the assembled lateral runout (LRO) of the brake rotor to ensure optimum performance of the disc brakes. 6. If the brake rotor assembled LRO measurement exceeds the specification, bring the LRO to within specifications. 7. Remove the support, and install the brake caliper and the brake caliper bracket as an assembly to the steering knuckle. 8. Install the tire and wheel assembly. 9. Lower the vehicle. 10. If the brake rotor was refinished or replaced, or if new brake pads were installed, burnish the pads and rotors. Rear Brake Rotor Replacement - Rear ^ Tools Required J 41013 Rotor Resurfacing Kit - J 42450-A Wheel Hub Resurfacing Kit Removal Procedure 1. Check to be sure that the park brake is released. 2. Raise and support the vehicle. 3. Remove the tire and wheel assembly. Electrical - Erratic Electrical Component Operation Wiring Harness: Customer Interest Electrical - Erratic Electrical Component Operation Bulletin No.: 04-08-45-009 Date: September 02, 2004 TECHNICAL Subject: Various Electrical Concerns - Intermittently Functioning or Inoperative Component (Repair Wire Harness) Models: 2004 Chevrolet Malibu Condition Page 5517 15. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit. install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 16. Install a transparent hose over the end of the bleeder valve. then repeat steps 13-14. 17. With the left front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left front hydraulic circuit, install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 18. Install a transparent hose over the end of the bleeder valve. then repeat steps 13-14. 19. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 20. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 21. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 22. Close the J29532, or equivalent, fluid tank valve, then disconnect the J 29532, or equivalent from the J 44894 A. 23. Remove the J 44394-A from the brake master cylinder reservoir. 24. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 25. Slowly press and release the brake pedal. Observe the feel of the brake pedal. 26. If the brake pedal feels spongy perform the following steps: 26.1. Inspect the brake system for external leaks. 26.2. If equipped with antilock brakes, using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the BPMV. 27. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 28. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. Page 5787 Alternator: Service and Repair Generator Replacement GENERATOR REPLACEMENT The generator does not require periodic lubrication. The rotor shaft is mounted on bearings. Each bearing contains a permanent grease supply. Periodically check the mounting bolts for tightness, and the drive belt tension. The drive belt is self-adjusting, within the operating limits of the tensioner. Refer to Engine for tensioner information. Removal Procedure IMPORTANT: Service the generator as a complete unit. 1. Disconnect the negative battery cable. 2. Remove the drive belt. 3. Remove the generator electrical connections. 4. Remove the generator mounting nuts and bolts. 5. Remove the generator. Installation Procedure NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the generator. Tighten Tighten the bolts to 50 N.m (37 lb ft). - Tighten the nuts to 30 N.m (22 lb ft). 1. Install the generator electrical connections. Page 2957 Fuel Tank Pressure Sensor: Service and Repair Fuel Tank Pressure Sensor Replacement (Malibu MAXX) FUEL TANK PRESSURE SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Relieve the system fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Drain fuel tank. Refer to Fuel Tank Draining Procedure. 4. Remove the fuel tank. 5. Remove the electrical connector from the fuel tank pressure sensor. 6. Remove the fuel tank pressure sensor from modular fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor to modular fuel sender. 2. Install the electrical connector to fuel tank pressure sensor. 3. Install the fuel tank. 4. Refill tank. 5. Install the negative battery cable. Page 6397 C109 Forward Lamp Harness To Left Headlamp Harness Page 7995 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 1185 Oxygen Sensor: Diagrams Heated Oxyged Sensor (HO2S)Bank 1 Sensor 1 Page 5409 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Description and Operation Fuel Rail: Description and Operation FUEL RAIL ASSEMBLY The fuel rail assembly attaches to the engine intake manifold. The fuel rail assembly performs the following functions: Positions the injectors (2) in the intake manifold - Distributes fuel evenly to the injectors - Integrates the fuel pressure regulator with the fuel metering system Page 7367 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 5490 - It is not necessary to replace rotors in pairs. Rotors may be replaced individually. However, caution should be exercised, as a variance in surface finish may cause a brake pull condition. - New rotors should not be refinished before installation. Original equipment rotor surfaces are ground to ensure smooth finish and parallelism between mounting and friction surfaces. If a new rotor has more than 0.050 mm (0.002 in) Lateral Run Out (LRO) when properly mounted on the hub, correct it using one of the following methods: 1. For hubless rotor designs, use the correction plate procedure found in the "GM Brake Service Procedure for Hubless Rotors" outlined in this bulletin. 2. For hubbed/trapped/captured rotor designs, refinish the rotor using an On-Car lathe and the procedure outlined in this bulletin. - Never reuse rotors that measure under the Minimum Thickness specification. In this instance, the rotor should be replaced. Important If the Minimum Thickness specification is not visible on the rotor, reference Service Information (SI) for the specific vehicle application. DO NOT use any other manufacturers rotor specifications. Brake Pads: Important When determining the warranty coverage (as an example) - if all four front or four rear brake pads are excessively worn evenly, that would NOT be covered under warranty since this type of wear is most likely due to driving habits or trailering. However, if the brake pads are excessively worn un-evenly, side-to-side or same side/inner-to-outer pads, then consideration should be given to cover this under warranty since this type of wear is most likely due to poor operation of other braking components. - Consideration should be given for covering brake pads up to 39,000 km (24,000 mi) (excluding owner abuse, excessive trailering, or the situations that would not be considered normal use). - Installation of new rotors does not require pad replacement. Do not replace pads unless their condition requires it - excessively worn, damage or contaminated. Brake Wear: Several factors impact brake lining wear and should be taken into account when reviewing related issues: - heavy loads / high temperatures / towing / mountainous driving / city driving / aggressive driving / driver braking characteristics (left foot or two feet) The following are conditions that may extend brake lining wear: - light loads / highway driving / conservative driving / level terrain Page 2722 4. Remove the intermediate pipe from the hangers. 5. Remove the intermediate pipe. 6. Remove catalytic converter downpipe gasket. 7. Clean the flange surface. Installation Procedure 1. Install catalytic converter downpipe gasket. Page 7629 Control Module HVAC: Description and Operation HVAC SYSTEM - MANUAL AIR DELIVERY HVAC CONTROL MODULE The HVAC control module is a non-GMLAN device that interfaces between the operator and the HVAC system to maintain air temperature and distribution settings. The battery positive and ignition 3 voltage circuits provide power to the control module. The HVAC control module during defrost mode will change the a/c compressor LED status from on to off. The control head displays recirc, outside air, a/c and rear defrost feedback status through LED indicators. The HVAC control head will display NO COMMUNICATION when checking DTCs or doing a vehicle diagnostic system check refer to Diagnostic Trouble Code (DTC) List - Vehicle and Diagnostic System Check Vehicle in Vehicle DTC Information. The control module supports the features as shown in the table. HVAC SYSTEM - AUTOMATIC HVAC CONTROL MODULE The HVAC control module is a GMLAN device that interfaces between the operator and the HVAC system to maintain air temperature and distribution settings. The control module communicates on the low-speed data bus. The battery positive voltage circuit provides power that the control module uses for keep alive memory (KAM). If the battery positive voltage circuit loses power, then all HVAC DTCs and settings will be erased from KAM. The temperature display reading at the control head can be converted from °C to °F by pressing the Auto button for a minimum of 3 seconds. The ignition 3 voltage circuit provides a device on signal. The control module supports the features as shown in the table. BLOWER MOTOR CONTROL PROCESSOR The blower motor control processor is an interface between the HVAC control module and the blower motor. The blower motor speed control, battery positive voltage and ground circuits enable the control processor to operate. The HVAC control module provides a pulse width modulation (PWM) signal to the control processor in order to command the blower motor speed. The processor supplies 12 volts to the blower motor through the blower motor voltage supply circuit. The control processor uses the blower motor ground as a low side control to adjust the blower motor speed. Page 1760 Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Page 216 Parts Information Page 2627 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 7235 Wheels: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Torque Limiting Socket Set Removal Procedure 1. Raise and support the vehicle. 2. Remove the wheel center cap, if equipped. 3. Remove the wheel nut caps, if equipped. 4. Mark the relationship of the wheel to the hub. 5. Remove the wheel nuts. Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident Notice: Removing the wheel may be difficult because of foreign materials or a tight fit between the wheel and the hub/rotor. Slightly tap the tire side wall with a rubber mallet in order to remove the wheel. Failure to Follow these instructions may result in damage to the wheel. 6. Remove the tire and wheel assembly from the vehicle. If the tire and wheel assembly is difficult to remove, perform the following steps: 6.1. Install and tighten all wheel nuts on the affected wheel. 6.2. Loosen each wheel nut two turns. 6.3. Lower the vehicle. 6.4. Rock the vehicle from side to side. 6.5. Repeat this procedure if necessary. 7. If the tire and wheel assembly still does not loosen, perform the following steps: 7.1. Start the engine. 7.2. Drive the vehicle forward and rearward slightly while applying quick, hard jabs of the brakes prior to changing direction. 7.3. Repeat this procedure if necessary. Installation Procedure Page 4444 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 8367 Circuit/System Testing Component Testing OnStar(R) - Analog/Digital Ready System Digital Upgrade Technical Service Bulletin # 05-08-46-006Q Date: 081028 OnStar(R) - Analog/Digital Ready System Digital Upgrade INFORMATION Bulletin No.: 05-08-46-006Q Date: October 28, 2008 Subject: Information on Upgrading Certain OnStar(R) Analog/Digital-Ready Systems to OnStar(R) Generation 6 Digital-Capable System Models Supercede: This bulletin is being revised to update the upgrade kit installation information for the 2001 Chevrolet Impala and Monte Carlo. Please discard Corporate Bulletin Number 05-08-46-006P (Section 08 - Body and Accessories). This bulletin is being issued to provide dealer personnel with information and procedures to follow should an owner wish to upgrade their OnStar(R) Analog/Digital-Ready system to an OnStar(R) Generation 6 Digital-Capable system. Disclaimer Program Overview Program Overview To upgrade their vehicle to an OnStar(R) Generation 6 Digital-Capable system, all that a customer must do is: ^ Take their vehicle to their dealer for the system upgrade. Page 5659 Page 7227 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 5680 Electronic Brake Control Module: Locations Left Rear Of Engine Compartment Page 8501 networks, and will not require an upgrade in connection with the cellular industry's transition to the digital network. In order to verify the type of OnStar(R) Hardware in a vehicle, type the VIN into the VIN look-up tool, which is available at the OnStar(R) Online Enrollment website within GM GlobalConnect (for U.S. dealers) or InfoNet (for Canadian dealers). Disclaimer Page 3430 Steps 5 - 6 Page 6118 C600 Body Harness To Right Front Door Harness Part 3 Page 835 Left Front Door Page 6094 C207 I/P Harness To Body Harness Part 2 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Clutch: Customer Interest A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Locations Oil Pressure Sender: Locations Lower Left Front Of Engine Page 4330 Page 7076 9. Remove the hub and bearing assembly from the steering knuckle. Installation Procedure 1. Install the hub and bearing assembly to the steering knuckle. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 3 hub and bearing assembly bolts. ^ Tighten the hub and bearing assembly bolts to 115 Nm (85 ft. lbs.). 3. Install the wheel speed sensor connector into the bracket until the locking tabs click into place, if equipped with ABS. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. Page 5888 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 2463 Timing Cover: Service and Repair Engine Front Cover Replacement Removal Procedure 1. Disconnect the negative battery cable. 2. Drain the cooling system. 3. Remove the drive belt tensioner. 4. Drain the engine oil. 5. Remove the oil pan. 6. Remove the crankshaft balancer. 7. Remove the thermostat bypass pipe from the engine front cover. 8. Remove the radiator outlet hose from the engine front cover. 9. Remove the water pump from the engine front cover. 10. Remove the crankshaft position (CKP) sensor wiring harness bracket bolt. 11. Remove the CKP sensor wiring harness bracket. 12. Remove the engine front cover bolts. 13. Remove the engine front cover. Page 1470 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Specifications Camshaft Bearing: Specifications Camshaft Bearing Bore Diameter - Front and Rear .................................................................................................. 51.03-51.08 mm (2.009-2.011 inch) Camshaft Bearing Bore Diameter - Middle #2, #3 .................................................................................................... 50.77-50.82 mm (1.999-2.001 inch) Camshaft Bearing Inside Diameter ........................................................................................................................ 47.523-47.549 mm (1.871-1 872 inch) Page 7727 5. Remove the SIR module from the vehicle. INSTALLATION PROCEDURE IMPORTANT: Position the module tether rearward of the molding attaching clips. 1. Unpack the new inflator assembly. Start at the rear of the vehicle and install the inflator module to the structure. 2. Working from the rear of the vehicle, install the retaining tabs to the structure to hold the inflator module in place. NOTE: Refer to Fastener Notice in Service Precautions. IMPORTANT: Visually inspect the side curtain to assure that the curtain is not twisted. Page 5448 1. Remove the rear brake caliper from vehicle. Important: If the brake caliper was leaking brake fluid from the REAR of the caliper past the integral park brake actuator shaft seal, replace the brake caliper assembly. The park brake integral mechanism contains a non-serviceable seal which may be allowing brake fluid to leak past it and into the non-serviceable integral park brake mechanism. 2. Drain the brake fluid from the caliper assembly. 3. Using a small wooden or plastic tool, carefully remove the brake caliper piston dust boot seal retaining ring from the groove in the caliper seal counterbore. 4. Place a block of wood against the inside of the caliper body, opposite of the caliper piston. 5. Direct low pressure compressed air through the caliper inlet hose to remove the caliper piston. 6. Remove the piston dust boot seal (2) from the seal counterbore in the caliper and discard the dust boot seal. Page 5658 13. Install the two bolts. Tighten Tighten the two bolts to 115 Nm (85 lb-ft). 14. Install the rear tire and wheel assembly. Install the wheel nuts. Tighten Tighten the wheel nuts to 140 Nm (103 lb-ft). 15. If necessary, perform Steps 3-14 on the other wheel bearing assembly. 16. Lower the vehicle. 17. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Page 78 Page 7942 1. Install the shoulder belt guide to the seat assembly. 2. Install the shoulder belt guide fasteners to the seat frame. 3. Install the rear seat back trim panel. Page 4972 Left Side Control Valve Body Assembly Page 2716 6. Install the EGR pipe. ^ Tighten the EGR pipe bolts to 25 Nm (18 ft. lbs.). 7. Install the exhaust manifold heat shield. ^ Tighten the exhaust manifold heat shield bolts to 18 Nm (12 ft. lbs.). Important: Whenever the oxygen sensor is removed, coat the threads with nickel-based anti-seize compound such as GM P/N 5613695 (or equivalent). 8. Install the HO2S into the exhaust manifold using J39194-B. ^ Tighten the oxygen sensor-to-exhaust manifold pipe to 41 Nm (30 ft. lbs.). 9. Connect the HO2S electrical connector. Assure the connector and wiring are fully retained away from the exhaust manifold and heat shield edges. Page 7172 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 717 Engine Control Module: Description and Operation Throttle Actuator Control (Tac) System POWERTRAIN CONTROL MODULE The PCM determines the drivers intent and then calculates the appropriate throttle response. This information is sent to the TAC module through a dedicated serial data line. Front Suspension Wheel Fastener: Service and Repair Front Suspension Wheel Stud Replacement ^ Tools Required J 43631 Ball Joint Remover Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove and support the brake caliper and bracket as an assembly, and remove the brake rotor. 4. Rotate the bearing hub to a position where the least amount of interference between the stud and the steering knuckle exists. 5. Using the J 43631, release the wheel stud from the bearing hub and discard the stud. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the NEW stud into the bearing/hub assembly. Add enough washers (1) in order to draw the stud into the hub. 2. Install and tighten a wheel nut (2) until the head of the wheel stud is fully seated against the back of the bearing hub flange. 3. Remove the wheel nut (2) and the washers (1). 4. Install the brake rotor, and install the brake caliper and bracket as an assembly. 5. Install the tire and wheel assembly. 6. Lower the vehicle. Page 6131 Application Table Part 2 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Page 3352 Testing and Inspection Steps 1-7 Page 5224 Page 5782 Alternator: Description and Operation GENERATOR The generator features the following major components: - The delta stator - The rectifier bridge - The rotor with slip rings and brushes - A conventional pulley - Dual internal fans - The regulator The pulley and the fan cool the slip ring and the frame. The generator features permanently lubricated bearings. Service should only include tightening of mount components. Otherwise, replace the generator as a complete unit. Page 5247 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 5040 Important: Be sure that the retaining ring side of the inner race faces the driveshaft bar. 9. Place the cage and the inner race into the outer race. 10. Insert the first chrome ball then tilt the cage in the opposite direction to insert the opposing ball. 11. Repeat this process until all 6 balls are in place. 12. Place approximately half the grease from the service kit inside the outboard seal and pack the CV joint with the remaining grease. 13. Push the CV joint (2) onto the driveshaft bar (1) until the retaining ring is seated in the groove on the driveshaft bar. Important: The outboard seal (1) must not be dimpled, stretched or out of shape in any way. If the outboard seal (1) is not shaped correctly, equalize the pressure in the outboard seal (1) and shape the seal properly by hand. 14. Slide large diameter of the outboard seal (1) with the large seal retaining clamp (2) in place over the outside of the CV joint outer race (3) and locate the seal lip in the groove on the CV joint outer race. Page 105 7.2. Remove the console (A). 7.3. Disconnect the connector (B) from the OnStar(R) control module. Important: Secure the cable harness to prevent the risk of scraping and rattling. 7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness again and secure with cable ties (D). 7.5. 5D: Assemble the right-hand cover for the luggage compartment floor. 8. Fit the ground cable on the battery's negative cable. Recall - Driver's Seat Belt Anchorage Defect Technical Service Bulletin # 04027 Date: 040526 Recall - Driver's Seat Belt Anchorage Defect Product Safety - Drivers Safety Belt Anchorage # 04027 - (05/26/2004) 04027 -- Driver's Safety Belt Anchorage 2004 Chevrolet Malibu and Malibu Maxx Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 2004 model year Chevrolet Malibu and Malibu Maxx vehicles. A Malibu was tested recently in a government 38.8 mph (62.4 km/h) side impact test. Analysis of the results indicated that during a side impact the outboard anchorage of the driver's safety belt could disconnect because of contact between the seat trim and the anchorage connector when the seat is adjusted to its lowest position. If this were to occur, the drier will no longer be properly restrained, increasing the risk of injury. Correction To prevent the possibility of this occurring, dealers are to install a retainer in the front safety belt connectors. Vehicles Involved Involved are certain 2004 Chevrolet Malibu and Malibu Maxx vehicles built within the VIN breakpoints shown. Important Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs. [Not all vehicles within the above breakpoints may be involved.] For US For dealers with involved vehicles, a Campaign Initiation Detail. Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. Dealers that have no involved vehicles currently assigned will not have a report available in GM DealerWorld. For Canada Computer listings containing the complete Vehicle Identification Number, customer name and address data of involved vehicles have been prepared, and are being furnished to involved dealers. The customer name and address data will enable dealers to follow up with customers involved in this recall. Any dealer not receiving a computer listing with the recall bulletin has no involved vehicles currently assigned. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Important Due to the availability of the retainers that are required for this recall, retainers will be pre-shipped to dealers in phases, as they become available, beginning the week of May 3, 2004. DO NOT ORDER PARTS FROM GMSPO AT THIS TIME ALL ORDERS WILL BE CANCELED UNTIL SUFFICIENT PARTS ARE AVAILABLE. When sufficient parts are available, dealers will be notified and will be able to place orders. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period Page 2982 Steps 7 - 10 Page 4583 ^ The Driven sprocket thrust washer should be installed on the case instead of the channel plate. Damage to the washer, case or channel plate may occur if it is not installed correctly. ^ Lubricate the new drive link assembly by pouring ATF on it prior to installation. Failure to pre-lube the chain may damage the assembly. 15. Install the new 7/8 inch drive link, P/N 24210129, and sprockets, P/N's 24210128 and 24210130. 16. Install a new channel plate gasket, P/N 24201096. 17. Carefully align the channel plate on the two dowels and rotate the oil pump shaft to permit installation of the channel plate to the case. Tighten Tighten the channel plate bolts and valve body bolts. 18. Reconnect transaxle wiring harness to the solenoids. 19. Reconnect the manual shift valve link to the manual valve. 20. Install the valve control side cover. 21. Install the side cover bolts. Note: Use J 41228 when installing the new axle shaft sleeve seal or fluid leaks will occur. 22. Install the new output shaft sleeve seal, P/N 24201936, and snap ring (57). 23. Install the PNP switch. 24. Install the TCC lock up clutch '0' ring and torque converter. 25. Transfer the transaxle from the bench fixture to the transmission jack. 26. Reinstall the transaxle into the vehicle using the appropriate Service Information. Dealer Action Please contact all customers that were told they would be called when a repair became available. Parts Information Parts are currently available from GMSPO. Warranty Information Drive Belt Chirping Drive Belt: Testing and Inspection Drive Belt Chirping Drive Belt Chirping Diagnosis Test 1-10 Steering/Suspension - Trim Height/Alignment Spec. Change Alignment: All Technical Service Bulletins Steering/Suspension - Trim Height/Alignment Spec. Change Bulletin No.: 05-03-07-005 Date: April 13, 2005 SERVICE MANUAL UPDATE Subject: Revised Trim Height Specifications and Wheel Alignment Specifications Models: 2004-2005 Chevrolet Malibu Page 6720 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-RF go to step 7. To disable the roof rail module-right go to step 10 and for the side impact sensor (SIS)-Right go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-RF connector. 9. Disconnect the seat belt pretensioner-RF connector from the vehicle harness connector. 10. Remove the garnish molding from the upper lock pillar. 11. Remove the connector position assurance (CPA) from the roof rail module-right connector. 12. Disconnect the roof rail module-right connector from the vehicle harness connector. Page 8026 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 5584 3. Remove the caps from the 4 brake pipes (1) and install the 4 brake pipes (1) to the proportioning valve. ^ Tighten the brake pipe fittings to 20 Nm (15 ft. lbs.). 4. Remove the caps from the 2 brake pipes (1) and install the 2 brake pipes (1) to the proportioning valve. ^ Tighten the brake pipe fittings to 20 Nm (15 ft. lbs.). 5. Bleed the brake system. Page 3894 Steps 8 - 11 Page 1835 which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Place the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. Open front hood and locate the front end sensor, also known as the front end sensor (1). 7. Remove both connector position assurance (CPA) from the right and left front end sensor connector. 8. Remove both front end sensors connector from the front end sensor (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 3348 Page 79 Page 3568 Steps 1-8 Page 3856 2. Inspect fuel neck sealing surface (1) for gouges or dents produced by accident or fuel nozzle damage. 3. Diagnose P0442 - Evaporative Emission (EVAP) System Small Leak Detected DTC. Refer to DTC P0442 - Evaporative Emission (EVAP) System Small Leak Detected Diagnostics in the Diagnostics Information and Procedures Section of SI for the appropriate vehicle. Service and Repair Fluid Filter - A/T: Service and Repair Oil Filter and Seal Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Place a drain pan under the transaxle oil pan. 3. Remove the oil pan bolts from the front and sides only. 4. Loosen the rear oil pan bolts approximately 4 times. Notice: Pry the oil pan carefully in order to prevent damage to the transaxle case or the oil pan sealing surfaces. 5. Lightly tap the oil pan with a rubber mallet or carefully pry in order to allow the oil to drain. 6. Remove the AIR. 7. Inspect the fluid color. 8. Remove the remaining oil pan bolts and the oil pan. 9. Remove the oil pan gasket. Page 1315 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 6329 Fuse Block - Underhood C2 Part 3 Page 3267 Crankshaft Position (CKP) Sensor OnStar(R) - Analog/Digital System Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Analog/Digital System Information INFORMATION Bulletin No.: 06-08-46-008C Date: September 18, 2008 Subject: Information on OnStar(R) Dual-Mode (Analog/Digital) Systems Models Supercede: This bulletin is being revised to correct the model year range for the Chevrolet Impala and Monte Carlo and update the reference to GM Dealerworld. Please discard Corporate Bulletin Number 06-08-46-008B (Section 08 - Body and Accessories). All 2000-2003 model year vehicles equipped with OnStar® from the list above were built with Analog/Digital-Ready OnStar(R) Hardware. Some of these vehicles may have been upgraded to Dual-Mode (Analog/Digital). Certain 2004-2005 model year vehicles equipped with OnStar(R) from the list above may have been either: ^ Originally built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware with Dual-Mode (Analog/Digital) OnStar(R) Hardware OR ^ Upgraded to Dual-Mode (Analog/Digital) Hardware All 2006 model year and newer vehicles equipped with OnStar(R) were built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware. If a vehicle has Dual-Mode (Analog/Digital) OnStar(R) Hardware, then the system is capable of operating on both the analog and digital cellular Page 4212 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 1851 8. Connect the roof rail module-left connector to the vehicle harness connector. 9. Install the CPA to the roof rail module-left connector. 10. Install the garnish molding to the left upper lock pillar. 11. Connect the I/P module connector (1) to the vehicle harness connector (2). 12. Install the CPA to the I/P module connector (1). 13. Install the passenger/right outer trim cover to the instrument Panel (I/P) (3). 14. Connect the seat belt pretensioner-RF connector. 15. Install the CPA to the seat belt pretensioner-RF connector. 16. Install the right lower center pillar trim. Page 5572 8. Remove the brake hose-to-caliper bolt (1) from the brake caliper. 9. Remove the brake hose (3) from the brake caliper. 10. Remove and discard the 2 copper brake hose gaskets (2). These gaskets may be stuck to the brake caliper and/or the brake hose end. 11. Cap or plug the opening in the brake caliper and the brake hose (3) to prevent fluid loss and contamination. Installation Procedure 1. Remove the caps or plugs from the opening in the brake caliper and the brake hose. Important: Install NEW copper brake hose gaskets. 2. Assemble the NEW copper brake hose gaskets (2), and the brake hose bolt (1), to the brake hose (3). Notice: Refer to Fastener Notice in Service Precautions. 3. Install the brake hose-to-brake caliper bolt to the brake caliper. ^ Tighten the bolt to 50 Nm (37 ft. lbs.). Page 1845 13. Remove the RH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Right connector (4). 15. Remove the SIS-Right connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Right go to step 3. To enable the roof rail module-right go to step 7, and to enable the seat belt pretensioner-RF go to step 9. 3. Install the SIS-Right connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Right connector (4). Page 75 Page 5120 Page 6297 Application Table Part 2 Page 7693 2. Connect both front end sensors connector to the front end sensor (1). 3. Connect both CPA's to each front end sensor connector. 4. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center (1). 5. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 6. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. Page 6481 Location View Location View Page 2829 Body Control Module (BCM) C3 Part 3 Page 3387 Information Bus: Description and Operation DATA LINK COMMUNICATIONS CIRCUIT DESCRIPTION The communication among control modules is performed through the GMLAN high speed serial data circuit and the GMLAN low speed serial data circuit. The modules that need real time communication are attached to the high speed GMLAN network. The body control module (BCM) is the gateway between the networks. The purpose of the gateway is to translate serial data messages between the GMLAN high speed buss and the GMLAN low speed buss. The gateway will interact with each network according to that network's transmission protocol. Refer to Body Control System Description and Operation for more information about the gateway. The powertrain control module (PCM) on this vehicle, uses a class 2 serial data buss. The class 2 buss is only used for diagnostics and the service programming system (SPS). During normal vehicle operations, there is no communications over the class 2 serial data buss. Normal vehicle operational messaging for the PCM is sent over the PCM's GMLAN high speed serial data buss. GMLAN HIGH SPEED CIRCUIT DESCRIPTION The data link connector (DLC) allows a scan tool to communicate with the high speed GMLAN serial data circuit. The serial data is transmitted on two twisted wires that allow speed up to 500 Kb/s. The twisted pair is terminated with two 120 ohms resistors, one is internal to the powertrain control module (PCM) or engine control module (ECM) depending on regular production option (RPO) and the other is internal to the body control module (BCM). The BCM is considered the DLC termination point of the link and the engine management controller is the other end of the link. The resistors are used to reduce noise on the High Speed GMLAN buss during normal vehicle operation. The high speed GMLAN is a differential bus. The high speed GMLAN serial data bus (+) and high speed GMLAN serial data (-) are driven to opposite extremes from a rest or idle level. The idle level, which is approximately 2.5 volts, is considered recessive transmitted data and is interpreted as a logic 1. Driving the lines to their extremes, adds one volt to the high speed GMLAN serial data bus (+) and subtracts one volt from the high speed GMLAN serial data bus (-) wire. This dominant state is interpreted as a logic 0. GMLAN network management supports selective start up and is based on virtual networks. A virtual network is a collection of signals started in response to a vehicle event. The starting of a virtual network signifies that a particular aspect of the vehicle's functionality has been requested. A virtual network is supported by virtual devices, which represents a collection of signals owned by a single physical device. So, any physical device can have one or more virtual devices. The signal supervision is the process of determining whether an expected signal is being received or not. Failsofting is the ability to substitute a signal with a default value or a default algorithm, in the absence of a valid signal. Some messages are also interpreted as a heartbeat of a virtual device. If such a signal is lost, the application will set a no communication code against the respective virtual device. This code is mapped on the Tech 2 screen as a code against the physical device. NOTE: a loss of serial data DTC does not represent a failure of the module that the code is set in. GMLAN LOW SPEED CIRCUIT DESCRIPTION The data link connector (DLC) allows a scan tool to communicate with the low speed GMLAN serial data circuit. The serial data is transmitted over a single wire to the appropriate control modules. The transmission speed for GMLAN low speed is up to 83.33 Kb/s. Under normal vehicle operating conditions, the speed of the buss is 33.33 Kb/s. This protocol produces a simple pules train sent out over the GMLAN low speed serial data bus. When a module pulls the buss high, 5 volts, this creates a dominant logic state or 0 on the buss. When the buss is pulled low 0 volts, it is translated as a recessive logic state or 1. To wake the control modules connected to the GMLAN low speed serial data buss, a high voltage wake up pulse is sent out over the buss, the voltage level of the pules is +10 volts. Modules connected to the GMLAN low speed buss can be part of a virtual network as described in the previous paragraph. The modules on the GMLAN low speed serial data buss are connected to the buss in a parallel configuration. CLASS 2 CIRCUIT DESCRIPTION The data link connector (DLC) allows a scan tool to communicate with the class 2 serial data circuit. Class 2 serial data is transmitted on a single wire at an average of 10.4 Kbps. The bus is active at 7 volts nominal and inactive at ground potential. When the ignition switch is in RUN, and a scan tool is connected to the DLC, the powertrain control module (PCM) will start communicating diagnostic information over the class 2 serial data circuit. DATA LINK CONNECTOR (DLC) The data link connector (DLC) is a standardized 16 cavity connector. Connector design and location is dictated by an industry wide standard, and is required to provide the following: Pin 1 GMLAN low speed communications terminal - Pin 2 Class 2 signal terminal - Pin 4 Scan tool power ground terminal - Pin 5 Common signal ground terminal - Pin 6 High speed GMLAN serial data bus (+) terminal - Pin 14 High speed GMLAN serial data bus (-) terminal - Pin 16 Scan tool power, battery positive voltage terminal CLASS 2 SERIAL DATA USAGE The class 2 serial data communications circuit on this vehicle is only used for powertrain control module (PCM) diagnostics and PCM service programming system (SPS) programming. SERIAL DATA REFERENCE The scan tool communicates over the various busses on the vehicle. When a scan tool is installed on a vehicle, the scan tool will try to communicate with every module that could be optioned into the vehicle. If an option is not installed on the vehicle, the scan tool will display No Comm for that options control module. In order to avert misdiagnoses of No Communication with a specific module, refer to Data Link References for a list of Page 4409 Page 566 Relay Box: Application and ID Underhood Junction Block Location View Application Table Part 1 Page 6084 C101 LF Wheel Speed Sensor Jumper Harness To Body Harness Page 1906 Location View Location View Page 7676 Repairs and Inspections Required After a Collision: Service and Repair Seat Belt System REPAIRS AND INSPECTIONS REQUIRED AFTER A COLLISION CAUTION: Restraint systems can be damaged in a collision. To help avoid injury and ensure that all parts in need of replacement are replaced: - Replace any seat belt system that was in use during the collision serious enough to deploy any automatic restraint device such as air bags and seat belt pretensioners. This not only includes seat belt systems in use by people of adult size, but seat belt systems used to secure child restraints, infant carriers and booster seats, including LATCH system and top tether anchorages. - Replace any seat belt system that has torn, worn, or damaged components. This not only includes adult seat belt systems, but built-in child restraints and LATCH system components, if any. - Replace any seat belt system if you observe the words "REPLACE" or "CAUTION", or if a yellow tag is visible. Do not replace a seat belt if only the child seat caution label is visible. - Replace any seat belt system if you are doubtful about its condition. This not only includes adult seat belt systems, but built-in child restraints, LATCH system components, and any restraint system used to secure infant carriers, child restraints, and booster seats. Do NOT replace single seat belt system components in vehicles that have been in a collision as described above. Always replace the entire seat belt system with the buckle, guide and retractor assembly, which includes the latch and webbing material. After a minor collision where no automatic restraint device was deployed, seat belt system replacement may not be necessary, unless some of the parts are torn, worn, or damaged. Locations Page 2826 Body Control Module (BCM) C2 Part 6 Specifications Exhaust Manifold: Specifications Exhaust Manifold Installation - Left sequence Exhaust Manifold Installation - Right sequence Exhaust Manifold Nut-3.5L .................................................................................................................. .................................................... 16 Nm (12 ft. lbs.) Exhaust Manifold Heat Shield Bolt-3.5L ................................................................................................................................................. 18 Nm (12 ft. lbs.) Exhaust Manifold Pipe to Exhaust Manifold Nut ..................................................................................................................................... 45 Nm (33 ft. lbs.) Page 195 10.4. Remove the end cap from the new optic cable, connect to the connector and refit the secondary catch (D). Fit the terminal housing (C) to the connector and refit the locking strip (B). 10.5. Secure the old optic cable together with the new one (E). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker. 12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables: 12.1. Cut off the cable tie holding the connector (H2-9) against REC. Page 6196 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 2156 Camshaft: Service and Repair Camshaft Rear Bearing Hole Plug Replacement Removal Procedure 1. Remove the engine flywheel. 2. Remove the camshaft rear bearing hole plug. Installation Procedure 1. Coat the camshaft rear bearing hole plug with sealer GM P/N 12377901 (Canadian P/N 10953504) or equivalent. 2. Install the camshaft rear bearing hole plug. Diagrams Fuel Tank Pressure (FTP) Sensor Page 3220 Body Control Module - C2 Part 5 Page 5632 7. Deplete the vacuum from the vacuum brake booster by removing the vacuum check valve (1) from the vacuum brake booster grommet (4). Do not disconnect the vacuum check valve (1) from the vacuum brake hose (3). 8. Remove the 4 brake pipes (2) from the BPMV. Use bleeder valve caps or similar rubber caps to plug the brake pipes in order to prevent brake fluid loss and contamination. 9. Remove the master cylinder nuts from the vacuum brake booster. Page 3496 Disclaimer Page 158 High OR Low The above conditions are met for more than 3 seconds. Circuit/System Verification These DTCs cannot be retrieved with a current status. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. An intermittent condition is likely to be caused by a short on the Class 2 serial data circuit. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. DTC B2455 DTC Descriptors DTC B2455 01: Cellular Phone Microphone Circuit Short to Battery DTC B2455 02: Cellular Phone Microphone Circuit Short to Ground DTC B2455 04: Cellular Phone Microphone Circuit Open Circuit Circuit/System Description Without RPO UAV The vehicle communication interface module (VCIM) uses the cellular phone microphone to allow driver communication with OnStar(R). With RPO UAV The vehicle communication interface module (VCIM) and navigation radio use the cellular phone microphone to allow driver communication with OnStar(R), as well as to operate the voice recognition/voice guidance feature of the navigation radio. Conditions for Running the DTC The ignition is in RUN or ACC position. System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 10 seconds. Conditions for Setting the DTC B2455 01: A short to battery is detected on the cellular microphone signal circuit. B2455 02: A short to ground is detected on the cellular microphone signal circuit. B2455 04: An open circuit is detected on the cellular microphone signal circuit. Action Taken When the DTC Sets The VCIM and/or navigation radio (RPO UAV) will not receive any signal from the microphone. The OnStar(R) status LED turns red. Voice recognition will not function. Conditions for Clearing the DTC Page 1905 Application Table Part 3 Page 3292 Powertrain Control Module (PCM) C1 Part 2 Fuel Hose/Pipes Replacement - Engine Compartment Fuel Supply Line: Service and Repair Fuel Hose/Pipes Replacement - Engine Compartment FUEL HOSE/PIPES REPLACEMENT - ENGINE COMPARTMENT REMOVAL PROCEDURE 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Disconnect the engine fuel feed pipe from the chassis fuel flex hose. 3. Disconnect the engine fuel feed pipe from the Fuel Rail. 4. Remove the two fuel feed pipe fasteners. 5. Remove the engine fuel feed pipe. INSTALLATION PROCEDURE 1. Install the fuel feed pipe to the fuel rail. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the engine fuel feed pipe fasteners located on the engine. Tighten Tighten the fuel feed pipe fasteners to 10 N.m (89 lb in). 3. Connect the engine fuel feed pipe to the chassis fuel flex hose. 4. Connect the negative battery cable. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Inspect for fuel leaks. 5.3. Turn OFF the ignition for 10 seconds. 5.4. Turn ON the ignition. Page 4533 ^ Remove only the twenty-two bolts shown bolded in the illustration in order to remove the channel plate assembly from the transaxle case. 8. Only remove the twenty-two bolts shown bolded in the illustration above to remove the channel plate from the transaxle. 9. Remove the manual shift valve link from the manual valve. Note: The channel plate assembly is now held in place by two dowel pins and the oil pump shaft. Use caution when removing the channel plate from the case not to damage the channel plate or case when removing. 10. Remove the channel plate from the transaxle case. Note: The axle seal sleeve will not be reused. A new axle seal sleeve is required on reassembly or a leak may accrue. 11. Remove the snap ring (57) and pry the axle seal sleeve from the output shaft. 12. Remove the 5/8 inch drive link and sprockets. 13. Remove the snap ring (35) to separate the turbine shaft from the 5/8 inch drive sprocket. 14. Install the new 7/8 drive sprocket, P/N 24210128, on the turbine shaft with snap ring (35). Note: Page 2986 Steps 23 - 29 The number below refers to the step number on the diagnostic table. 4. This step tests the MAP sensor's ability to correctly indicate BARO. 12. The measurement noted in this step will be used in subsequent steps if the measurement does not exceed the specified value. 15. This step calculates the resistance in the 5-volt reference circuit. 16. This step calculates the resistance in the low reference circuit. Page 1165 Manifold Pressure/Vacuum Sensor: Testing and Inspection MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR DIAGNOSIS CIRCUIT DESCRIPTION The manifold absolute pressure (MAP) sensor responds to changes in intake manifold pressure which gives an indication of the engine load. The MAP sensor has a 5-volt reference circuit, a low reference circuit, and a signal circuit. The powertrain control module (PCM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit and provides a ground on the low reference circuit. The MAP sensor provides a signal to the PCM on the MAP sensor signal circuit, which is relative to the pressure changes in the manifold. With low MAP, such as during idle or deceleration, the PCM should detect a low MAP sensor signal voltage. With high MAP, such as ignition ON, engine OFF or wide open throttle (WOT), the PCM should detect a high MAP sensor signal voltage. The MAP sensor is also used in order to calculate the barometric pressure (BARO) when the ignition switch is turned ON, with the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The PCM monitors the MAP sensor signal for voltage outside of the normal range. If the PCM detects a MAP sensor signal voltage that is excessively low, DTC P0107 sets. If the PCM detects a MAP sensor signal voltage that is excessively high DTC P0108 sets. TEST DESCRIPTION Steps 1 - 2 Page 539 Control Module HVAC: Service and Repair HVAC System - Manual HVAC CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) center trim panel. 2. Remove the HVAC control module screws. 3. Remove the HVAC control module. 4. Remove the HVAC control module wire harness connectors. INSTALLATION PROCEDURE IMPORTANT: The key should be in the OFF position when connecting the electrical connectors to ensure proper calibration. 1. Install the HVAC control module wire harness connectors. 2. Install the HVAC control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the HVAC control module screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the I/P center trim panel. Page 6625 After inspecting the suspension, tires and alignment, and if the vehicle still leads or/pulls, it may be necessary to recalibrate the steering position sensor and torque sensor. Refer to Control Module Setup, SI Document ID. Disclaimer Page 1998 Tires: Service and Repair Tire Repair Tire Repair Many different materials and techniques are available on the market in order to repair tires. Not all of the materials and techniques work on some types of tires. Tire manufacturers have published detailed instructions on how and when to repair tires. Obtain the instructions from the manufacturer. If the vehicle is equipped with a compact spare tire, do not repair the compact spare. Page 3204 Body Control Module (BCM) C3 Part 4 Page 5068 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 08-07-30-009B Date: 080501 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Mechanical Specifications Thermostat: Mechanical Specifications Thermostat Bypass Pipe to Engine Front Cover Bolt ............................................................................................................................ 10 Nm (89 inch lbs.) Thermostat Bypass Pipe to Throttle Body Nut/Bolt .............................................................................................................................. 10 Nm (89 inch lbs.) Page 466 Heated Seat Control Module - Passenger, C3 (With RPO Code KA1) Page 5942 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 5075 9. Remove the hub and bearing assembly from the steering knuckle. Installation Procedure 1. Install the hub and bearing assembly to the steering knuckle. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 3 hub and bearing assembly bolts. ^ Tighten the hub and bearing assembly bolts to 115 Nm (85 ft. lbs.). 3. Install the wheel speed sensor connector into the bracket until the locking tabs click into place, if equipped with ABS. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. Page 4843 Page 685 Steps 6-7 Page 7849 3. Install the SIS-Left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Left connector (4). 5. Install the LH door trim panel (2). 6. Connect the roof rail module-left connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-left connector. 8. Install the garnish molding to the upper lock pillar. Page 1876 Fuse Block - Rear C1 Part 4 Page 746 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 3 Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF) ............................................................................................................................................. 384-425 kPa (50-60 psi) Page 5574 8. Remove and discard the 2 copper brake hose gaskets. These gaskets may be stuck to the brake caliper and/or the brake hose end. 9. Cap or plug the opening in the brake caliper and the brake hose to prevent fluid loss and contamination. Installation Procedure Important: Install the NEW copper brake hose gaskets. 1. Remove the caps or plugs from the opening in the brake caliper and the brake hose. 2. Install 2 new copper gaskets, the brake hose and the brake hose banjo bolt to the brake caliper. Notice: Refer to Fastener Notice in Service Precautions. ^ Tighten the brake hose banjo bolt to 50 Nm (37 ft. lbs.). 3. Remove the caps or plugs from the brake pipe fitting end and the brake hose end. 4. Install the brake hose to the brake hose body bracket. 5. Install the brake hose retainer (2) over the anti-rotation tabs of the brake hose (3). 6. Connect the brake pipe fitting (1) to the brake hose (3). 7. Use a backup wrench on the brake hose (3). ^ Tighten the brake pipe fitting to 20 Nm (15 ft. lbs.). 8. Ensure that the hose does not make contact with any part of the suspension. If the hose makes contact, remove the hose and correct the condition. 9. Bleed the hydraulic brake system. 10. Install the tire and wheel assembly. 11. Lower the vehicle. Page 3452 Oxygen Sensor: Service Precautions Heated Oxygen Sensor Resistance Learn Reset Notice Notice: When replacing the HO2S perform the following: ^ A code clear with a scan tool, regardless of whether or not a DTC is set ^ HO2S heater resistance learn reset with a scan tool, where available Perform the above in order to reset the HO2S resistance learned value and avoid possible HO2S failure. Page 4773 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 5814 Disclaimer Page 6702 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Place the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. Open front hood and locate the front end sensor, also known as the front end sensor (1). 7. Remove both connector position assurance (CPA) from the right and left front end sensor connector. 8. Remove both front end sensors connector from the front end sensor (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Locations Page 4835 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement Automatic Transmission Shift Lock Actuator Replacement Removal Procedure 1. Remove the automatic transaxle control assembly. 2. Disconnect the Shift Lock Control Solenoid connector from the solenoid. 3. Using a flat-blade screwdriver or similar tool pry the solenoid off of the ball-sockets on the solenoid plunger and solenoid body. 4. Remove the shift lock control solenoid. Installation Procedure Page 339 Check - Vehicle. The Diagnostic System Check will provide the following information: ^ The identification of the control modules which command the system ^ The ability of the control modules to communicate through the serial data circuit ^ The identification of any stored diagnostic trouble codes (DTCs) and their status The use of the Diagnostic System Check will identify the correct procedure for diagnosing the system and where the procedure is located. Visual/Physical Inspection Perform the following visual inspections; ^ Inspect for aftermarket devices which could affect the operation of the Radio/Audio System. Refer to Checking Aftermarket Accessories in SI. ^ Inspect the easily accessible and visible system components for obvious damage or conditions which could cause the symptom. Intermittent Conditions Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections in SI. Symptom List Page 6616 Frame Angle Measurement (Express / Savana Only) ........ Page 4788 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 6614 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Page 7373 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 7773 Inflatable Restraint Sensing And Diagnostic Module: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT REMOVAL PROCEDURE CAUTION: Do not strike or jolt the inflatable restraint sensing and diagnostic module (SDM). Before applying power to the SDM, make sure that it is securely fastened with the arrow facing toward the front of the vehicle. Failure to observe the correct installation procedure could cause SIR deployment, personal injury, or unnecessary SIR system repairs. - If the vehicle interior is exposed to moisture and becomes soaked up to the level of the sensing and diagnostic module (SDM), the SDM and the SDM harness connector must be replaced. The SDM could be activated when powered, which could cause the airbag deployment and result in personal injury. 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 8 in Restraint Systems. 2. Remove the console. 3. Remove the inflatable restraint sensing and diagnostic module nuts. 4. Remove the inflatable restraint sensing and diagnostic module wire harness connector. 5. Remove the inflatable restraint sensing and diagnostic module. INSTALLATION PROCEDURE 1. Point the arrow on the SDM toward the front of the vehicle. 2. Install the inflatable restraint sensing and diagnostic module. 3. Install the inflatable restraint sensing and diagnostic module wire harness connector. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the inflatable restraint sensing and diagnostic module nuts. Page 4003 Throttle Body: Service and Repair THROTTLE BODY ASSEMBLY REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner intake duct. 2. Disconnect the Electronic Throttle Control electrical connector. 3. Remove the heater pipe nut at the throttle body. 4. Remove the nuts and the bolts from the throttle body. 5. Remove the throttle body assembly. 6. Remove the throttle body gasket. NOTE: Do not use solvent of any type when cleaning the gasket surfaces on the intake manifold and the throttle body assembly, as damage to the gasket surfaces and throttle body assembly may result. Use care in cleaning the gasket surfaces on the intake manifold and the throttle body assembly, as sharp tools may damage the gasket surfaces. 7. Clean and inspect the throttle body gasket mating surfaces. INSTALLATION PROCEDURE 1. Install a new gasket, if necessary. 2. Install the throttle body assembly. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the throttle body nuts and the bolts. Page 1799 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Locations Rear Of The Engine Compartment Fuse Block - Underhood Fuse: Application and ID Fuse Block - Underhood Location View Application Table Part 1 Page 7354 Page 8124 Cellular Phone Microphone: Service and Repair The content of this article/image reflects the changes identified in TSB Bulletin No.: 06-08-46-001 Date: February 16, 2006 SERVICE MANUAL UPDATE Subject: Revised OnStar(R) Microphone Replacement Models: 2004-2006 Chevrolet Malibu 2005-2006 Pontiac G6 OnStar(R) Microphone Replacement Removal Procedure 1. Using a flat-bladed tool, remove the overhead console from the console bezel. 2. Disconnect the electrical connectors. 3. Remove the OnStar(R) microphone. Installation Procedure 1. Install the OnStar(R) microphone. 2. Partially install the overhead console and connect the electrical connectors. 3. Install the overhead console from the console bezel. A/T - 4T65-E, No Reverse Hot/Slips in Reverse Band Apply Servo: Customer Interest A/T - 4T65-E, No Reverse Hot/Slips in Reverse Bulletin No.: 04-07-30-033 Date: August 04, 2004 TECHNICAL Subject: No Reverse Hot, Transaxle Slips In Reverse When Hot, Bump In Reverse Hot (Retighten Valve Body Bolt (379) and Replace Channel Plate Gasket) Models: 2003-2004 Cars with 4T65-E Transaxle (RPO's MN3, MN7, M15 or M76) Condition Some customers may comment that the vehicle slips in reverse when hot, no reverse when hot, or they feel a bump when shifted into reverse when hot. Cause There are multiple possible causes. Listed below are some of the possible causes: ^ Low Transaxle fluid level. ^ Reverse Servo Cover snap ring out of retaining groove. ^ Reverse Servo Piston seal rolled or cut. ^ Channel Plate flatness out of specification. ^ Channel Plate alignment holes improper depth. ^ Valve Body bolt (379) incorrectly torqued. Correction Follow the procedure below for diagnostic tips and repair procedures. 1. Inspect the reverse cover retaining ring for proper seating/retention. ^ If the ring is incorrectly seated, reset the retaining ring. ^ If the retaining ring is properly seated, continue with the next step. 2. Perform a transaxle line pressure check in reverse. This will test the reverse servo piston seal for leaks. ^ If the line pressure test is out of specification, inspect/repair the reverse servo piston seal. Refer to: - Reverse Servo Replacement w/3.4L Engine SI Document ID # 1485540 - Reverse Servo Replacement w/3.8L Engine SI Document ID # 1485543 ^ If the line pressure test is within specification, continue with the next step. 3. Remove the transaxle side cover. Refer to the appropriate SI Document. Page 5979 Fuse Block - Rear C1 Part 3 Page 6539 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 5881 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION HVAC System - Manual Control Module HVAC: Diagrams HVAC System - Manual HVAC Control Module C1 Part 1 Page 2967 Lower Rear Of The Engine Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 1 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 1 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 1 SENSOR 1 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 1 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust manifold. 1. Disconnect the heated oxygen sensor (HO2S) 1 electrical connector. 2. Use the J 39194-B to remove the HO2S 1. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 1 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before the reinstallation. 1. Coat the threads of the HO2S 1 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. Page 6223 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 4337 Page 4527 4. Inspect valve body bolt (379) for breakaway torque of 16 N.m (11 lb ft). ^ If valve body bolt (379) is found loose, replace the channel plate gaskets, P/N 24206391, and retighten the valve body. ^ If the valve body bolt is found not to be loose, continue with the next step. 5. For additional reverse diagnostic information, refer to Slips in Reverse or No Reverse SI Document ID # 54866. Parts Information Parts are currently available from GMSPO. Warranty Information Page 5395 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 8467 4.1. Unplug the SRS control module's connector (A). 4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D). 4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 4.4. Fit the connecting rail and end face. 4.5. Plug in the connector (A) and secure the cables with cable ties (B). 5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6. M03: Replace the optic cable on the right-hand side Page 3426 Top Rear Of Engine Page 2077 19. Reinstall the metal retaining clip. Important: All shifter cable and park lock cable clips are one time usage only. Any service repair requiring cables to be disconnected from the transaxle control cable bracket or shifter assembly will require a cable clip replacement. 20. Attach the shift cable to the transmission shift lever. 21. Install the shift cable to the control assembly both at the base and to the pin. 22. Adjust the shift cable at the transmission, if necessary (with both shifter and transmission lever in PARK position, release and reset the "C/Locking" clip adjuster). 23. Reinstall the coolant reservoir/surge tank. 24. Reinstall the two bolts retaining the dash center support to the floor pan. Tighten Tighten the bolts to 10 N.m (89 lb in). 25. Reposition the carpet and the insulator on the bulk head. 26. Reinstall the driver's side under dash close out panel. 27. Reinstall the center console. 28. Road test the vehicle and confirm complaint noise is no longer present. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table shown. Disclaimer Page 3946 Fuel Supply Line: Service and Repair Fuel Hose/Pipes Replacement - Chassis FUEL HOSE/PIPES REPLACEMENT - CHASSIS REMOVAL PROCEDURE 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Remove the pipe retaining clip from the fuel feed pipe (1). 3. Raise the vehicle. Refer to Vehicle Lifting. 4. Disconnect the fuel feed pipe from the engine fuel rail. 5. Cap or plug the fuel pipe and the engine fuel rail to prevent contamination. 6. Remove the rear brake pipe bracket retaining nuts and release the brackets from the body studs. 7. Release the pipe retainers (1) from the vehicle underbody. 8. Remove the fuel feed pipe from the pipe retainers. 9. Lower the rear of the pipe while moving the pipe rearward slightly, then lower the front of the pipe. 10. Remove the fuel feed pipe from the vehicle. INSTALLATION PROCEDURE Page 8160 Page 6531 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 3955 Tighten the fuel tank filler pocket bolt to 1.5 N.m (13 lb in). 7. Install the fuel filler cap. Page 1633 Drive Belt: Testing and Inspection Drive Belt Falls Off Drive Belt Falls Off Diagnosis Test 1-12 Diagnostic Aids ^ If the drive belts repeatedly falls off the drive belt pulleys, this is because of pulley misalignment. ^ An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly. ^ If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage to the belt may have occurred when it came off of the pulleys. The drive belt may have been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears. sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across 2 or 3 pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off. 7. inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Page 8278 7.1. Remove the console (A) together with the OnStar(R) control modules. 7.2. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 8. CV: Removing the OnStar(R) control modules and securing the wiring: Adjustment/Replacement. 8.1. Open the luggage compartment floor. Page 161 Conditions for Running the DTC Ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTC The VCIM does not detect the presence of a cellular antenna for more than 1 second. Action Taken When the DTC Sets The vehicle is unable to connect to the OnStar(R) Call Center. The OnStar(R) status LED turns red. Conditions for Clearing the DTC The VCIM detects the presence of a cellular antenna. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Perform a visual inspection as shown above in order to verify that the cellular antenna and the cellular antenna coupling assembly are not damaged. If any components are damaged replace the assembly. DTC B2476 or B2482 DTC Descriptors Page 6851 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 8286 7.2. Remove the console (A). 7.3. Disconnect the connector (B) from the OnStar(R) control module. Important: Secure the cable harness to prevent the risk of scraping and rattling. 7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness again and secure with cable ties (D). 7.5. 5D: Assemble the right-hand cover for the luggage compartment floor. 8. Fit the ground cable on the battery's negative cable. Page 3777 Steps 5 - 6 Page 1045 Page 7696 5. Install the LH door trim panel (2). 6. Connect the roof rail module-left connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-left connector. 8. Install the garnish molding to the upper lock pillar. 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. Page 6105 C310 Body Harness To Passenger Seat Harness Page 7715 Page 2419 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Page 2837 Body Control Module - C1 Part 2 Page 1409 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 8285 4.2. Release the back end of the connector (C) and remove from the contact rail (D). 4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.5. Assemble the contact rail and end. 4.6. Connect connector (A) and secure the cable using a cable tie (B). 5. Assemble the gear shift housing (A). AUT: Connect connector (B). 6. Assemble the center console, see WIS - Body - Interior. 7. Remove the OnStar(R) control module and secure the cable harness: 7.1. 5D: Remove the right-hand cover from the luggage compartment floor. Page 1207 Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains two individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The PCM provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors provide the PCM with signal voltage proportional to the pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied. Page 2566 Coolant Reservoir: Service and Repair Surge Tank Hose/Pipe Outlet Surge Tank Hose/Pipe Replacement -Outlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure . 1. Drain the coolant. 2. Flex the surge tank mounting tabs outward to release the surge tank from the bracket. 3. Remove the surge tank from the surge tank bracket. 4. Reposition the surge tank outlet hose clamp at the surge tank using the J 38185. 5. Remove the surge tank outlet hose from the surge tank. 6. Remove the left headlamp assembly. 7. Reposition the surge tank outlet hose clamp at the radiator using the J 38185. Page 1623 Disclaimer Electrical - Erratic Electrical Component Operation Wiring Harness: All Technical Service Bulletins Electrical - Erratic Electrical Component Operation Bulletin No.: 04-08-45-009 Date: September 02, 2004 TECHNICAL Subject: Various Electrical Concerns - Intermittently Functioning or Inoperative Component (Repair Wire Harness) Models: 2004 Chevrolet Malibu Condition Page 3647 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector. 3. Remove the CKP sensor bolt. 4. Remove the CKP sensor. 5. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace the O-ring if necessary. 2. Install the CKP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the CKP sensor electrical connector. 5. Lower the vehicle. 6. Perform the CKP system variation learn procedure. See: Testing and Inspection/Programming and Relearning Page 8429 Page 5913 Page 7445 5. Start the engine and let run for one minute. Capacity Specifications Brake Fluid: Capacity Specifications Information not supplied by the manufacturer. Page 2934 Top Right Side Of Engine Page 6459 C500 Body Harness To Left Front Door Harness Part 4 Page 5028 7. Remove the wheel drive shaft from the transaxle. Use the J 33008-A, the J 29794 and the J 2619-01 to separate the axle from the transaxle. Installation Procedure 1. Install the wheel drive shaft into the transaxle. 2. Verify that the front wheel drive shaft retaining ring is properly seated: ^ Grasp the inner housing and pull the inner housing outward. Do not pull on the front wheel drive axle shaft. ^ The front wheel drive axle will remain in place when the front wheel drive shaft retaining ring is properly seated. 3. Install the front wheel drive shaft into the front wheel bearing. 4. Connect the ball joint to the steering knuckle. 5. Connect the outer tie rod assembly to the steering knuckle. Page 6829 Page 3376 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 1003 Ambient Light Sensor: Service and Repair AMBIENT LIGHT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) trim pad. 2. Remove the ambient light sensor wire harness connector. 3. Remove the ambient light sensor. INSTALLATION PROCEDURE 1. Install the ambient light sensor. 2. Install the ambient light sensor wire harness connector. 3. Install the I/P trim pad. Page 524 Above Right Front Footwell Page 163 Circuit/System Testing Component Testing Page 1840 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. Page 6251 Page 4615 Important: Do not manually depress the retaining clip when installing the plastic cap. 10. Position (snap) the plastic cap onto the fitting. Do not manually depress the retaining ring when installing the plastic cap onto the quick connect fitting. 11. Ensure that the plastic cap is fully seated against the fitting. 12. Ensure that no gap is present between the cap and the fitting. 13. Ensure that the yellow identification band on the tube is hidden within the quick connect fitting. Page 1843 1. Remove the key from the ignition switch. 2. Connect the I/P module connector (1) to the vehicle harness connector (2). 3. Install the CPA to the I/P module connector (2). 4. Install the right outer trim cover to the I/P (3). 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. SIR Disabling and Enabling Zone 6 SIR DISABLING AND ENABLING ZONE 6 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. Page 3530 Body Control Module (BCM) C3 Part 3 Page 5949 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 43 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 207 2. Click on the Analog-to-Digital Program link to start the ordering process. 3. To order a kit, you will need the information shown above. 4. After submitting the order, the "Terms and Conditions of Your OnStar(R) Service" page will display. This is your confirmation that the upgrade kit order has been created. U.S. Dealers will also receive an e-mail from Autocraft within several hours of ordering an upgrade kit (Canadian Dealers will receive an e-mail from MASS Electronics). 5. Print the "Terms and Conditions of Your OnStar(R) Service" page, and have the customer sign a copy. 6. A copy of this form should be stapled to the customer's copy of the Repair Order and one copy should be retained in the customer service folder. 7. If the kit you ordered is available, you will receive the upgrade kit within 4 business days of entering your order through the OnStar(R) Online Enrollment webpage. 8. To check on kit availability or the status of your order, U.S. Dealers can log onto the distributor's website at www.autocraft.com. Canadian dealers can call MASS Electronics at 877-410-6277. Upgrade Kit Installation 1. Skip to the next step if the vehicle to be upgraded is not shown above. Page 1340 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Steering - Snap/Pop Noise When Turning Steering Wheel Tie Rod Boot: Customer Interest Steering - Snap/Pop Noise When Turning Steering Wheel Bulletin No.: 06-02-32-005 Date: May 03, 2006 TECHNICAL Subject: Snap/Pop Type Noise During Steering Wheel Rotation (Replace Inner Tie Rod Boot) Models Condition Some customers may comment about a snap or pop type noise coming from the front of the vehicle. This noise usually occurs during steering wheel rotation. Cause The cause of this condition may be due to the inner tie rod boot collapsing unevenly, allowing for contact between the inner tie rod and the boot. This condition is sometimes referred to as "snaking." Diagnosis If unsure the noise is coming from the inner tie rod boot(s), have an assistant rotate the steering wheel from lock to lock with the engine off. Place your fingertips on the inner tie rod boot. If the boot is contacting the inner tie rod, that contact will be transmitted to your fingertips. Correction Page 5558 9. Remove the brake caliper guide pins (2) from the brake caliper mounting bracket (4). 10. Remove the caliper pin boots (3) from the brake caliper mounting bracket (4). Installation Procedure 1. Apply a thin coat of high temperature silicone lube to the brake caliper guide pin boots. 2. Install the brake caliper pin boots (3) to the brake caliper mounting bracket (4). 3. Apply a thin coat of high temperature silicone lube to the brake caliper guide pins (2). 4. Install the brake caliper guide pins (2) to the brake caliper mounting bracket (4). 5. Install the brake pad retainers (2) to the brake caliper mounting bracket (3). 6. Install the brake pads (1) to the brake caliper mounting bracket (3). 7. Install the brake caliper to the brake caliper mounting bracket. Fuse Block - Underhood Fuse: Application and ID Fuse Block - Underhood Location View Application Table Part 1 Page 3765 Positive Crankcase Ventilation: Testing and Inspection Crankcase Ventilation System Inspection/Diagnosis Results Of Incorrect Operation ^ A plugged valve (3) or hose (2 & 4) may cause the following conditions: Rough idle - Stalling or a low idle speed - Oil leaks - Oil in the air cleaner - Sludge in the engine ^ A leaking crankcase ventilation valve (3) or hose (2 & 4) may cause the following conditions: Rough idle - Stalling - High idle speed Functional Test With these systems, any blow-by in excess of the system capacity, from a badly worn engine, sustained heavy load, etc., is exhausted into the air intake passages and is drawn into the engine. Proper operation of the crankcase ventilation system depends upon a sealed engine. If oil sludging or dilution is noted and the crankcase ventilation system is functioning properly, inspect the engine for a possible cause. Correct any problems. If an engine is idling rough, inspect for a clogged crankcase ventilation valve, a dirty vent filter or air cleaner element, or a plugged hose. Replace any components as required. Refer to the following procedure: Page 6138 Relay Box: Service and Repair UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE Left Side Of Core Support 1. Remove the battery. 2. Remove the fasteners retaining the positive battery cable leads to the underhood electrical center, then reposition the cable lead away from the electrical center. 3. Remove the electrical center cover. 4. Remove all of the fuses and the relays. Knee Bolster Replacement Knee Diverter: Service and Repair Knee Bolster Replacement KNEE BOLSTER REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) left outer trim cover. 2. Remove the I/P left trim panels. 3. Remove the left closeout panel. 4. Remove the knee bolster screws. 5. Remove the knee bolster. INSTALLATION PROCEDURE 1. Install the knee bolster. NOTE: Refer to Fastener Notice in Service Precautions. 2. Tighten the knee bolster screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 3. Install the left closeout panel. 4. Install the I/P left trim panels. 5. Install the I/P left outer trim cover. Locations Coolant Level Sensor: Locations Left Rear Of Engine Compartment Page 6494 Relay Box: Application and ID Underhood Junction Block Location View Application Table Part 1 Page 4152 BCM - Brake Pedal Position Learn Procedure Body Control Module: All Technical Service Bulletins BCM - Brake Pedal Position Learn Procedure Bulletin No.: 03-08-47-002A Date: April 22, 2005 INFORMATION Subject: BCM Setup/Sensor Calibration Brake Pedal Position (BPP) Learn Procedure (PCM DTC P0703) Models: 2004 Chevrolet Malibu with 3.5L Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 03-08-47-002. Please discard Corporate Bulletin Number 03-08-47-002 (Section 08 - Body and Accessories). Due to a software issue with previously released software, a "work around procedure" was developed for the BCM setup/sensor calibration brake pedal position (BPP) learn procedure. New software has since been released and this "work around procedure" is no longer necessary. Disclaimer Bezel Replacement - Front Door Switch Power Door Lock Switch: Service and Repair Bezel Replacement - Front Door Switch BEZEL REPLACEMENT - FRONT DOOR SWITCH REMOVAL PROCEDURE 1. Remove the front door trim panel. 2. Release the tabs and push the switch bezel out of the trim panel. 3. Disconnect the electrical connectors from the switches. 4. Remove the switches from the bezel. INSTALLATION PROCEDURE 1. Install the switches to the bezel. 2. Connect the electrical connectors to the switches. 3. Install the switch bezel to the door trim. 4. Install the front door trim panel. Page 4836 1. Route the shift lock control solenoid through the opening in the front of the control assembly. 2. Attach the ball-sockets to the control assembly body and the shift-lock control lever. 3. Connect the electrical connector to the Shift Lock Control Solenoid. 4. Install the automatic transaxle control assembly. Page 4918 Notice: Refer to Fastener Notice in Service Precautions. 1. Install the transaxle mount into the vehicle and tighten the bolts. Tighten the transaxle mount bolts to 90 Nm (66 ft. lbs.). 2. Install the transaxle mount through bolt. Tighten the transaxle mount through bolt to 90 Nm (66 ft. lbs.). 3. Lower the vehicle. Page 7699 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. SIR Disabling and Enabling Zone 5 SIR DISABLING AND ENABLING ZONE 5 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center, then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. 6. Remove the right/passenger outer trim cover from the I/P (3). 7. Remove the connector position assurance (CPA) from the I/P module connector (2). 8. Disconnect the I/P module connector (1) from the vehicle harness connector (2). ENABLING PROCEDURE Locations Starter Solenoid: Locations Lower Left Front Of Engine Locations Page 2456 5. Remove the crankshaft sprocket. 6. Remove the timing chain dampener bolts. 7. Remove the timing chain dampener. 8. If necessary, remove the camshaft thrust plate bolts. 9. Remove the camshaft: thrust plate. 10. Clean and inspect the timing chain and the gears. Installation Procedure Page 7847 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-LF go to step 7. To disable the roof rail module-left go to step 10 and for the side impact sensor (SIS)-Left go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-LF connector. 9. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. Page 1984 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Ignition Lock - Key Hard to Remove When Cold Shift Interlock Cable: Customer Interest Ignition Lock - Key Hard to Remove When Cold Bulletin No.: 04-08-49-011 Date: March 29, 2004 TECHNICAL Subject: Difficult to Remove Key From Ignition In Cold Temperature (Adjust Park Lock Cable By Installing Clip) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F166466 Condition Some customers may comment that it is difficult to remove the key from the ignition. This condition is more likely to occur in cold temperatures. Cause The park lock cable may be binding at the ignition switch. Correction DO NOT REPLACE THE IGNITION SWITCH, LOCK CYLINDER OR KEY. This concern may be corrected by installing a clip which will keep the park lock cable from binding at the ignition switch. The following procedure should be followed for proper installation location of the clip. 1. Remove the driver's side I/P side panel. 2. Drop down the close-out panel which clips to the left knee bolster. 3. Remove the left knee bolster - 4 screws, to gain access to the ignition switch. 4. Remove park lock cable from key housing. 5. Fully install the clip, P/N 10279160, on the inboard side of the ignition switch housing where the park lock cable clips into the ignition switch. 6. Re-install park lock cable and insure that it fully seats into key housing. 7. If the vehicle is equipped with adjustable pedals, make sure the park lock cable is routed to the inboard side of the motor for the adjustable pedals. 8. Reinstall the left knee bolster - 4 screws. 9. Attach the close-out panel to the knee bolster. Page 4852 1. Install the control assembly. Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. 2. Install the control assembly bolts. Tighten Tighten the control assembly bolts to 25 Nm (18 lb ft). 3. Connect the control assembly electrical connectors. Page 5253 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 6444 C214 Body Harness To Console Harness (Without RPO Code UK6, U32) Page 5534 6. Remove the cap from the tip of the bottle and carefully insert the tip, P/N 89022161, between the boot and piston, inward of the piston boot groove. 7. From the top side of the piston (reference diagram), inject the lubricant. With the caliper in the tilted position, the lubricant will flow down and work its way around the entire circumference of the seal. Let the caliper body assembly remain in this position for a minimum of 2 minutes to allow for the fluid to completely work its way around the seal. 8. Push the piston into the seal to ensure the lubricant is on both the piston and seal surface. Important: Excessive fluid could appear as a failure and lead to a comeback. To prevent unnecessary future repairs, it is important to only use one bottle per side and make sure excess fluid is wiped away. 9. Wipe away any excessive fluid. 10. Reassemble the caliper to the vehicle. Tighten Tighten the caliper bolts to 31 Nm (23 lb-ft). 11. Repeat Steps 1 - 9 on the opposite side of the vehicle, if necessary. 12. Pump the brake pedal to push the caliper piston back into place. 13. Reinstall the wheel and test drive the vehicle to verify repair. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 3345 Page 1063 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 2823 Body Control Module (BCM) C2 Part 3 Page 6482 Relay Box: Service and Repair UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE Left Side Of Core Support 1. Remove the battery. 2. Remove the fasteners retaining the positive battery cable leads to the underhood electrical center, then reposition the cable lead away from the electrical center. 3. Remove the electrical center cover. 4. Remove all of the fuses and the relays. Page 4422 Brake Switch - TCC: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 4407 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 8013 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 7166 Disclaimer Fuse Block - Rear Label Fuse Block: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Diagram Information and Instructions Brake Switch - TCC: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 7857 12. Disconnect the roof rail module-left connector from the vehicle harness connector. 13. Remove the LH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Left connector (4). 15. Remove the SIS-Left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Left go to step 3. To enable the roof rail module-left go to step 7, and to enable the seat belt pretensioner-LF go to step 9. 3. Install the SIS-Left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Left connector (4). Page 5856 Electrical - Various Electrical Systems Malfunctions Body Control Module: All Technical Service Bulletins Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 7738 1. Install the inflatable restraint I/P module. NOTE: Refer to Fastener Notice in Service Precautions. IMPORTANT: Use new bolts on the restraint module. 2. Install new bolts to the inflatable restraint I/P module. Tighten Tighten the bolts to 10 N.m (89 lb in). 3. Install the wire harness connector to the inflatable restraint I/P module. 4. Install the I/P trim pad. 5. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 5 in Restraint Systems. 6. Deploy the old module before disposal. If the module was replaced under warranty, fully deploy and dispose of the module after the required retention period. Refer to Pretensioner Handling and Scrapping. Inflator Module Handling and Scrapping INFLATOR MODULE HANDLING AND SCRAPPING LIVE (UNDEPLOYED) INFLATOR MODULE CAUTION: Refer to SIR Inflator Module Handling and Storage Caution in Service Precautions. Use caution when handling or storing a live (undeployed) inflator module. An inflator module deployment produces a rapid generation of gas. This may cause the inflator module, or an object in front of the inflator module, to project through the air in the event of an unlikely deployment. DUAL STAGE INFLATOR MODULE Dual stage inflator modules have two deployment stages. If stage 1 was used to deploy a dual stage inflator module, stage 2 may still be active. Therefore, a deployed dual stage inflator module must be treated as an active module. If disposal of a deployed or undeployed dual stage module is required both deployment loops must be energized to deploy the air bag. SCRAPPING PROCEDURE During the course of a vehicles useful life, you may need to dispose of a live (undeployed) inflator module. Do not dispose of a live (undeployed) Page 5377 Page 6322 Fuse Block - Rear C4 Part 2 Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Bulletin No.: 05-06-02-002B Date: January 18, 2008 INFORMATION Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6 Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn) 1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008 Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X *EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 05-06-02-002A (Section 06 - Engine/Propulsion System). Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional (green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R) system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the leak detection dye which alters the color of the DEX-COOL(R) coolant. A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220) should be used. The new leak detection dye can be used with both conventional and DEX-COOL(R) coolant. Disclaimer Air Temp Sensor - Lower Air Temp Sensor - Lower Page 5634 1. Install the booster to the vehicle. 2. Tilt the vacuum brake booster slightly in order to work the booster pushrod onto the brake pedal pin. Do not apply excessive side pressure on the pushrod. Align the pushrod with the pedal and assemble. 3. Connect the brake pedal pushrod retaining clip (1) the wave washers (2) and the brake booster pushrod (3) to the brake pedal pin (4). Notice: Refer to Fastener Notice in Service Precautions. 4. Install the 2 brake pedal assembly to cowl mounting nuts. ^ Tighten the nuts to 15 Nm (11 ft. lbs.). 5. Install the electrical connector to the brake apply sensor. 6. Install the closeout panel. 7. Install the EBCM/BPMV bracket assembly and the master cylinder to the vehicle. Page 4610 1. Install the transmission oil cooler pipes attachment stud to the transmission if removed. Notice: Refer to Fastener Notice in Service Precautions. Tighten the stud to 7 Nm (62 inch lbs.). 2. Install the transmission oil cooler pipes. 3. Install the lower transmission oil cooler pipe to the radiator. 4. Install the transmission oil cooler pipes clip to the fan shroud. 5. Install both transmission oil cooler pipes to the transmission. 6. Install the transmission oil cooler pipes attachment nut to the transmission. Tighten the nut to 7 Nm (62 inch lbs.). Page 8461 1. To receive credit, submit a claim with the information above. Disclaimer 2001 and Older Model Year Vehicles (Except Saab Vehicles) 2001 and Older Model Year Vehicles (Except Saab Vehicles) Important: 2001 and older model year vehicles require the removal of the battery power from the OnStar(R) vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. 1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. Important: Complete removal of the VIU is usually not required. Perform only the steps required to gain access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+) circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. Page 5932 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 2552 Coolant Line/Hose: Service and Repair Surge Tank Hose/Pipe Replacement - Outlet Surge Tank Hose/Pipe Replacement -Outlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure . 1. Drain the coolant. 2. Flex the surge tank mounting tabs outward to release the surge tank from the bracket. 3. Remove the surge tank from the surge tank bracket. 4. Reposition the surge tank outlet hose clamp at the surge tank using the J 38185. 5. Remove the surge tank outlet hose from the surge tank. 6. Remove the left headlamp assembly. 7. Reposition the surge tank outlet hose clamp at the radiator using the J 38185. Page 2059 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 1310 Page 4959 For vehicles repaired under warranty, use the table. Disclaimer Diagram Information and Instructions Accessory Delay Module: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 4078 For vehicles repaired under warranty, use the table. Disclaimer Page 5468 1. Ensure the brake pad hardware mating surfaces (1) are clean. 2. Install the brake pad retainers (2) to the brake caliper bracket. Important: The wear sensor equipped disc brake pad must be mounted inboard of the rotor with the leading edge of the sensor facing the brake rotor during forward wheel rotation, or at the top of the pad when installed in vehicle position. 3. Install the brake pads (2) to the caliper bracket. 4. Remove the support (1), and rotate the brake caliper into position over the disc brake pads and to the caliper mounting bracket. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the lower brake caliper guide pin bolt (1). ^ Tighten the bolt to 35 Nm (26 ft. lbs.). Page 8040 Accessory Delay Module: Electrical Diagrams Retained Accessory Power Diagram Page 4160 1. Route the shift lock control solenoid through the opening in the front of the control assembly. 2. Attach the ball-sockets to the control assembly body and the shift-lock control lever. 3. Connect the electrical connector to the Shift Lock Control Solenoid. 4. Install the automatic transaxle control assembly. Page 5605 Brake Master Cylinder: Service and Repair Master Cylinder Reservoir Filling Master Cylinder Reservoir Filling Caution: Refer to Brake Fluid irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Visually inspect the brake fluid level through the brake master cylinder reservoir. 2. If the brake fluid level is at or below the half-full point during routine fluid checks, the brake system should be inspected for wear and possible brake fluid leaks. 3. If the brake fluid level is at or below the half-full point during routine fluid checks, and an inspection of the brake system did not reveal wear or brake fluid leaks, the brake fluid may be topped-off up to the maximum-fill level. 4. If brake system service was just completed, the brake fluid may be topped-off up to the maximum-fill level. 5. If the brake fluid level is above the half-full point, adding brake fluid is not recommended under normal conditions. 6. If brake fluid is to be added to the master cylinder reservoir, clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. Use only Delco Supreme II A, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Page 2220 1. install a new gasket and new bolt grommets to the valve rocker cover. Ensure that the gasket is seated properly in the valve groove. 2. Apply sealer in the notch on the cover. Use GM P/N 12378521 (Canadian P/N 88901 148) or the equivalent. 3. Install the valve rocker cover. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the valve rocker cover bolts. ^ Tighten the valve rocker arm cover bolts to 10 Nm (89 inch lbs.. 5. Connect the PCV valve vacuum line. 6. Install the thermostat bypass pipe. 7. Install the front ignition wire harness. 8. Refill the cooling system. Page 1730 13. Remove the compressor hose from the condenser. 14. Remove the right lower radiator mounting bracket bolt. 15. Remove the right lower radiator mounting bracket. 16. Remove the compressor hose nut from the compressor. 17. Remove the compressor hose from the compressor. Page 6405 C207 I/P Harness To Body Harness Part 3 Page 4778 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 839 Power Mirror Switch: Removal and Replacement Power Mirror Switch Replacement Removal Procedure 1. Remove the door trim panel. 2. Release the tabs and push the switch bezel from the door trim. 3. Disconnect the electrical connectors from the mirror switch. 4. Remove the switch from the bezel. Installation Procedure 1. Install the switch to the bezel. 2. Connect the electrical connectors to the mirror switch. 3. Install the switch bezel to the door trim. 4. Install the door trim panel. Page 8012 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 4733 Seals and Gaskets: Service and Repair Oil Filter and Seal Replacement Oil Filter and Seal Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Place a drain pan under the transaxle oil pan. 3. Remove the oil pan bolts from the front and sides only. 4. Loosen the rear oil pan bolts approximately 4 times. Notice: Pry the oil pan carefully in order to prevent damage to the transaxle case or the oil pan sealing surfaces. 5. Lightly tap the oil pan with a rubber mallet or carefully pry in order to allow the oil to drain. 6. Remove the AIR. 7. Inspect the fluid color. 8. Remove the remaining oil pan bolts and the oil pan. 9. Remove the oil pan gasket. Front Wheel Hub: Service and Repair Front Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Removal Removal Procedure 1. Raise the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft nut. 4. Remove the brake rotor. 5. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 6. Remove the wheel speed sensor connector from the bracket by depressing the locking tabs, if equipped with ABS. Notice: Avoid tool contact to the outer constant velocity boot seal when removing the wheel bearing mounting bolts. Failure to observe this notice may result in damage to the CV boot. 7. Remove the 3 hub and bearing assembly bolts. 8. Install the J 42129 to the hub and bearing assembly in order to remove the hub and bearing assembly from the wheel drive shaft. Page 1685 Oil Filter: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure Caution: Refer to Battery Disconnect Caution in Service Precautions. 1. Remove the negative battery cable. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Remove the oil pan bolt. 4. Remove the oil filter. Installation Procedure 1. Install the oil filter. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the oil pan drain bolt. ^ Tighten the oil pan drain bolt to 26 Nm (19 ft. lbs.). Lower the vehicle. 3. Fill the engine with oil to the appropriate mark. 4. Install negative battery cable. 5. Start engine and inspect for leaks. Powertrain Control Module (PCM) C1 Engine Control Module: Diagrams Powertrain Control Module (PCM) C1 Powertrain Control Module (PCM) C1 Part 1 Page 2127 Note: The vehicles shown must not be towed backwards or transmission damage may occur. Towing Procedure Note: Failure to follow these instructions may result in damage to the transmission. Important: The towing speed as stated in the Owner's Manual should not exceed 104 km/h (65 mph) for 1995-2005 vehicles. In order to properly dinghy tow the vehicle, follow these steps: 1. Firmly set the parking brake. 2. Open the fuse panel and pull the fuse(s) indicated in the Owner's Manual section detailing towing your vehicle. This prevents the instrument panel (IP) and/or electronic PRNDL indicator from draining the battery. 3. Securely attach the vehicle to the tow vehicle. 4. Turn the ignition key to the OFF position, which is one position forward of LOCK. Unlocking the steering column allows for proper movement of the front wheels and tires during towing. For 1997-1999 Cutlass, 1997-2003 Malibu, 2004-2006 Chevrolet Classic and 1999-2004 Alero/Grand Am models, turn the ignition switch to the accessory (ACC) position, which is one position forward of OFF. This position unlocks the transaxle. 5. Shift the transmission to Neutral (N). Note: Page 5770 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 2817 Body Control Module (BCM) C1 Part 2 Page 333 Page 1606 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 1847 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 8 SIR DISABLING AND ENABLING ZONE 8 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. Inner Joint and Seal Replacement Constant Velocity Joint Boot: Service and Repair Inner Joint and Seal Replacement Wheel Drive Shaft Inner Joint and Seal Replacement Tools Required ^ J 35910 Drive Axle Seal Clamp Pliers ^ J 8059 Snap Ring Pliers Removal Procedure 1. Use a hand grinder in order to cut through the swage ring. 2. Remove the large seal retaining clamp from the tripot joint with side cutter. 3. Dispose of the large seal retaining clamp. 4. Separate the driveshaft inboard seal (4) frolic the trilobal tripot bushing (3) at the large diameter. 5. Slide the seal away from the joint along the driveshaft bar. 6. Remove the housing (1) from the tripot joint: spider (2) and the driveshaft bar. 7. Remove the trilobal tripot bushing (3) from the housing (1). 8. Remove the following items: ^ The spacer ring (1) using J 8059. ^ The spider assembly (2) ^ The spacer ring (3) using J 8059 ^ The inboard boot (4) 9. Discard the inboard boot. 10. Clean the driveshaft bar (5). Use a wire brush to remove any rust in the boot mounting area. 11. Clean the following items with cleaning solvent: ^ The tripot balls ^ The needle rollers ^ The housing Page 1029 Hazard Switch Page 2915 3. Connect the PCM harness connectors. Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. 4. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection in Starting and Charging. Tighten the battery terminal bolts to 17 Nm (13 lb ft). Important: Following the PCM reprogramming , the PCM will have to learn the crankshaft position variation for misfire diagnostics. 5. Perform the crankshaft relearn procedure, See: Testing and Inspection/Programming and Relearning 6. Verify no DTCs exist. 7. Reset the clock and preset radio stations. Page 80 Page 5573 4. Install the brake hose to the strut with the brake hose nut (4). ^ Tighten the nut to 14 Nm (10 ft. lbs.). 5. Remove the caps or plugs from the brake pipe fitting end and the brake hose end. 6. Install the brake hose to the brake hose body bracket. 7. Install the brake hose retainer (2) over the anti-rotation tabs of the brake hose (3). 8. Connect the brake pipe fitting (1) to the brake hose (3). 9. Use a backup wrench on the brake hose (3). 10. Tighten the brake pipe fitting. ^ Tighten the brake pipe fitting to 20 Nm (15 ft. lbs.). 11. Ensure that the hose does not make contact with any part of the suspension. Check the hose in extreme right and extreme left turn conditions. If the hose makes contact, remove the hose and correct the condition. 12. Bleed the hydraulic brake system. 13. Install the tire and wheel assembly. 14. Lower the vehicle. Rear Brake Hose Replacement- Rear Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Removal Procedure 1. Raise and support the vehicle. 2. Remove the rear tire and wheel assembly. 3. Clean all dirt and foreign material from the brake hose ends and brake pipe fitting. 4. Use a flare nut wrench on the brake pipe fitting (1) and a backup wrench on the brake hose (3) as shown. 5. Remove the brake hose retainer (2). 6. Remove the rear brake hose banjo bolt from the brake caliper. 7. Remove the brake hose from the brake caliper. TPMS System - Service And Re-Learning Sensor IDs Tires: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 569 Location View Location View Page 388 10.4. Remove the end cap from the new optic cable, connect to the connector and refit the secondary catch (D). Fit the terminal housing (C) to the connector and refit the locking strip (B). 10.5. Secure the old optic cable together with the new one (E). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker. 12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables: 12.1. Cut off the cable tie holding the connector (H2-9) against REC. Page 787 Adjustable Pedals Position Switch Page 4611 Important: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 7. Install the left radiator air deflector. 8. Install the left radiator air deflector retainers. 9. Install the right radiator air deflector. 10. Install the right radiator air deflector retainers. 11. Install the right front fender liner. 12. Install the lower radiator air deflector. 13. Install the lower radiator air deflector retainers. 14. Lower the vehicle. 15. Install the upper transmission oil cooler pipe to the radiator. 16. Install the right headlamp. 17. Inspect the transmission fluid level. Page 3154 For vehicles repairs under warranty, use the table. Disclaimer Page 1393 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 8228 2007 Model Year Vehicles and Newer all have Digital OnStar(R) Modules. Part 1 OnStar(R) Description and Operation This OnStar(R) digital system consists of the following components: ^ Vehicle Communication Interface Module (VCIM) ^ OnStar(R) button assembly ^ Microphone ^ Cellular antenna ^ Navigation antenna Note This system also interfaces with the factory installed vehicle audio system. Vehicle Communication Interface Module (VCIM) The vehicle communication interface module (VCIM) is a cellular device that allows the user to communicate data and voice signals over the national cellular network. Power is provided by a dedicated, fused B+ circuit. Ground is provided through the vehicle wiring harness attached to the module. The ignition state is determined by the VCIM through serial data messaging. Dedicated circuits are used to connect the VCIM to a microphone, the button assembly, and to command the status LED. The VCIM communicates with the rest of the vehicle modules using the serial data bus. The module houses 2 technology systems, one to process GPS data, and another for cellular information. The cellular system connects the OnStar(R) system to the cellular carrier's communication system by interacting with the national cellular infrastructure. The module sends and receives all cellular communications over the cellular antenna and cellular antenna coax. GPS satellites orbiting earth are constantly transmitting signals of their current location. The OnStar(R) system uses the GPS signals to provide location on demand. The module also has the capability of activating the horn, initiating door lock/unlock, or activating the exterior lamps using the serial data circuits. These functions can be commanded by the OnStar(R) Call Center per: a customer request. OnStar(R) Button Assembly The OnStar(R) button assembly may be part of the rearview mirror, or a separate, stand alone unit. The button assembly is comprised of 3 buttons and a status LED. The buttons are defined as follows: ^ The answer/end call button, which is black with a white phone icon, allows the user to answer and end calls or initiate speech recognition. ^ The blue OnStar(R) call center button, which displays the OnStar(R) logo, allows the user to connect to the OnStar(R) call center. ^ The emergency button, which displays a white cross with a red background, sends a high priority emergency call to the OnStar(R) call center when pressed. The VCIM supplies 10 volts to the OnStar(R) button assembly on the keypad supply voltage circuit. When pressed, each button completes a circuit across a resistor allowing a specific voltage to be returned to the VCIM on the keypad signal circuit. Depending upon the voltage range returned the VCIM is able to identify which button has been pressed. The OnStar(R) status LED is located with the button assembly. The LED is green when the system is ON and operating normally. When the status LED is green and flashing, it is an indication that a call is in progress. When the LED is red, this indicates a system malfunction is present. In the event there is a system malfunction and the OnStar(R) system is still able to make a call, the LED will flash red during the call. If the LED does not illuminate, this may indicate that the customers OnStar(R) subscription is not active or has expired. Push the blue OnStar button to connect to an advisor who can then verify the account status. Each LED is controlled by the VCIM over dedicated LED signal circuits. Ground for the LED is provided by the wiring harness attached to the button assembly. Page 427 1. Install the communication interface module. NOTE: Refer to Fastener Notice in Service Precautions. 2. Tighten the communication interface module bolts. Tighten Tighten the bolts to 10 N.m (89 lb in). 3. Connect the communication interface module wire harness and antenna connectors. 4. Install the right closeout panel. IMPORTANT: After replacing the communication interface module, you must reconfigure the OnStar system. Failure to reconfigure the system will result in an additional customer visit or repair. In addition, pressing and holding the white dot button on the keypad will NOT reset the OnStar system. This action will cause a DTC to set. 5. Reconfigure the OnStar system. Refer to OnStar Reconfiguration. See: Testing and Inspection/Programming and Relearning Page 1012 Instrument Panel Page 6065 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 3 Page 7980 Impact Sensor: Service and Repair Side INFLATABLE RESTRAINT SIDE IMPACT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disable the roof rail SIR system. Refer to SIR Disabling and Enabling Zone 8. 2. Remove the door trim panel. 3. Remove the fasteners securing the sensor to the vehicle and remove the sensor from the vehicle. 4. Disconnect the electrical connector. INSTALLATION PROCEDURE 1. Connect the electrical connector. NOTE: Refer to Fastener Notice in Service Precautions. 2. Position the sensor to the vehicle and install the sensor fasteners. Tighten Tighten the fasteners to 9 N.m (80 lb in). 3. Install the door trim panel. 4. Enable the roof rail SIR system. Refer to SIR Disabling and Enabling Zone 8. Page 2973 Knock Sensor: Service and Repair KNOCK SENSOR (KS) REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Disconnect the knock sensor wiring harness electrical connector. 3. Remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the knock sensor. Tighten Tighten the knock sensors to 25 N.m (18 lb ft). 2. Connect the knock sensor wiring harness electrical connector. 3. Lower the vehicle. Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 3893 Steps 3 - 7 Page 6264 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 4789 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 1880 Fuse Block - Rear C2 Part 1 Page 4062 Ignition Cable: Service and Repair SPARK PLUG WIRE REPLACEMENT REMOVAL PROCEDURE NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 1. Remove the spark plug wires (2,4, and 6) from the engine left side spark plugs. 2. Remove the spark plug wires from the retaining clips. 3. Remove the spark plug wires (1,3, and 5) from the engine right side spark plugs. 4. Remove the spark plug wires from the retaining clip. 5. Remove the spark plug wires from the ignition coils. 6. Remove the spark plug wires from the engine. 7. If you are replacing the spark plug wires, transfer any of the following components: - Spark plug wire conduit - Spark plug wire retaining clips INSTALLATION PROCEDURE Page 6484 8. Use a flat-bladed tool to remove the locking pins from the body harness connector. 9. Disconnect the body harness connector. 10. Disconnect the remaining wiring harness connectors from the junction block. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center harness connectors into the electrical center. 2. Install the locking pin to the power supply connector NOTE: Refer to Fastener Notice in Cautions in Notices. 3. Install the bolts retaining the engine, I/P, and forward lamp wiring harness connectors to the junction block. Recall - OBD II Misfire Monitor Disabled Technical Service Bulletin # 03048 Date: 030909 Recall - OBD II Misfire Monitor Disabled Product Emission Recall - OBDII Misfire Monitor - Reprogram PCM # 03048 - (09/09/2003) 03048 -- OBDII Misfire Monitor - Reprogram PCM 2004 Chevrolet Malibu With 3.5L V6 Engine (RPO LX9 - VIN Code 8) Engine Condition General Motors has decided to conduct a Voluntary Emission Recall involving certain 2004 Chevrolet Malibu model vehicles equipped with 3.5L V6 (RPO LX9 - VIN Code 8) engine. These vehicles were built with a condition that incorrectly disables the On-Board Diagnostic (OBD) misfire monitor above 35 mph. Correction Dealers are to reprogram the Powertrain Control Module (PCM). Vehicles Involved Involved are certain 2004 Chevrolet Malibu model vehicles equipped with 3.5L V6 (RPO LX9 - VIN Code 8) engine and built within the VIN breakpoints shown. Important Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) prior to beginning recall repairs. [Not all vehicles within the above breakpoints may be involved]. Involved vehicles have been identified by Vehicle Identification Number, Computer listings containing the complete Vehicle Identification Number, customer name and address data have been prepared, and are being furnished to involved dealers with the recall bulletin. The customer name and address data furnished will enable dealers to follow-up with customers involved in this recall. Any dealer not receiving a computer listing with the recall bulletin has no involved vehicles currently assigned. These dealer listings may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this listing to the follow-up necessary to complete this recall. Parts Information The service calibration is included in TIS 2000 data version 9.5, broadcast to dealers via GM Access on September 8, 2003; and on TIS 2000 CD-ROM version 10, scheduled for mailing to dealers on September 26, 2003. Service Procedure 1. Prep the vehicle for Powertrain Control Module (PCM) reprogramming. 2. Program the PCM using TIS 2000 data version 9.5, broadcast to dealers via GM Access on September 8, 2003, or TIS 2000 CD-ROM version 10, scheduled for mailing to dealers on September 26, 2003. Refer to up-to-date Techline equipment user instructions. 3. CALIFORNIA VEHICLES ONLY. Complete a "Proof of Correction Certificate" upon campaign completion. 4. Install the GM Recall Identification Label. Recall Identification Label Place a Recall Identification Label on each vehicle corrected in accordance with the instructions outlined in this Product Recall Bulletin. Each label provides a space to include the recall number and the five (5) digit dealer code of the dealer performing the recall service. This information may be inserted with a typewriter or a ball point pen. Put the Recall Identification Label on a clean and dry surface of the radiator core support in an area that will be visible to people servicing the vehicle. Page 5118 Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct clamps from the mass airflow (MAF) sensor and the throttle body. 2. Disconnect the positive crankcase ventilation clean air tube from the intake duct. 3. Disconnect the MAF sensor electrical connector. 4. Remove the fastener that attaches the air intake duct to the upper tie-bar. 5. Remove the air cleaner cover fasteners and remove the air intake duct and air cleaner cover. 6. Separate the air intake duct from the MAF sensor. INSTALLATION PROCEDURE 1. Install the air intake duct to the MAF sensor. 2. Install the air intake duct to the throttle body and the air cleaner cover to the air cleaner assembly. 3. Install the air cleaner cover fasteners. 4. Install the fastener that attaches the air intake duct to the upper tie-bar. NOTE: Refer to Fastener Notice in Service Precautions. 5. Tighten the air intake duct clamps fastener at the upper tie bar. Tighten Tighten the intake air duct clamps to 10 N.m (89 lb in). 6. Reconnect the MAF sensor electrical connector. 7. Reconnect the positive crankcase ventilation clean air tube to the air intake duct. 8. Tighten the air intake duct clamps. Tighten Tighten the intake air duct clamps to 2 N.m (18 lb in). Page 3262 Engine Coolant Temperature (ECT) Sensor Locations Under IP Left Of Brake Pedal Page 7173 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Page 7750 43. Twist together, bend, and tape the remaining connector wire lead to the remaining deployment wire. 44. Connect the deployment harness to the roof rail module. 45. Route the deployment harness out of the driver side of the vehicle. 46. Disconnect the I/P module yellow harness connector (1) from the vehicle harness connector (2). IMPORTANT: Vehicle is equipped with dual stage air bags the I/P module will each have 4 wires. Refer to SIR Connector End Views for determining high and low circuits. Page 7301 Air Door Actuator / Motor: Diagrams HVAC System - Manual Air Temperature Actuator Page 7055 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 6154 Relay Box: Service and Repair UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE Left Side Of Core Support 1. Remove the battery. 2. Remove the fasteners retaining the positive battery cable leads to the underhood electrical center, then reposition the cable lead away from the electrical center. 3. Remove the electrical center cover. 4. Remove all of the fuses and the relays. Page 1985 Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Brakes - Creaking Noise On Slow Speed Braking Brake Caliper: Customer Interest Brakes - Creaking Noise On Slow Speed Braking File In Section: 05 - Brakes Bulletin No.: 04-05-23-004 Date: September, 2004 TECHNICAL Subject: Brake Noise/Creak During Slow Speed Braking (Lubricate Brake Caliper) Models: 1999-2003 Chevrolet Malibu 2004 Chevrolet Malibu Classic 1999-2004 Oldsmobile Alero 1999-2004 Pontiac Grand Am Condition Some customers may comment on a creak type noise occurring when applying the brakes. It is usually heard only during slow speed brake maneuvers. If this condition exists, it should be able to be duplicated when the vehicle is not moving by depressing the brake and listening for the noise from the wheel-well/caliper area. Cause This condition may be caused by a caliper piston to seal interface issue during brake apply. If the caliper is removed and the piston is pushed back, the noise may be eliminated. This is usually only a temporary fix. Correction DO NOT REPLACE CALIPER. To repair this condition, lubricate the entire circumference of the seal at the caliper piston interface using kluber Fluid and the following procedure: 1. Remove the wheel and reinstall two lug nuts. This will hold the rotor to the bearing surface so debris does not fall between the surfaces and cause lateral runout (LRO). 2. Remove the bottom bolt from the caliper assembly without disturbing the hydraulic system. 3. Swing the caliper assembly up so the caliper assembly is facing upward. 4. Thoroughly clean the piston boot with GM approved Brake Clean. Pay particular attention to the area where the boot interfaces with the piston. 5. Using compressed air, dry the piston/boot area. Page 2981 Steps 5 - 6 Powertrain Control Module (PCM) Engine Control Module: Description and Operation Powertrain Control Module (PCM) POWERTRAIN CONTROL MODULE (PCM) DESCRIPTION POWERTRAIN The powertrain has electronic controls to reduce exhaust emissions while maintaining excellent driveability and fuel economy. The powertrain control module (PCM) is the control center of this system. The PCM monitors numerous engine and vehicle functions. The PCM constantly looks at the information from various sensors and other inputs, and controls the systems that affect vehicle performance and emissions. The PCM also performs the diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM. The following are some of the functions that the PCM controls: The engine fueling - The ignition control (IC) - The knock sensor (KS) system - The evaporative emissions (EVAP) system - The secondary air injection (AIR) system (if equipped) - The exhaust gas recirculation (EGR) system - The automatic transmission functions - The generator - The A/C clutch control - The cooling fan control POWERTRAIN CONTROL MODULE FUNCTION The powertrain control module (PCM) constantly looks at the information from various sensors and other inputs and controls systems that affect vehicle performance and emissions. The PCM also performs diagnostic tests on various parts of the system. The PCM can recognize operational problems and alert the driver via the malfunction indicator lamp (MIL). When the PCM detects a malfunction, the PCM stores a diagnostic trouble code (DTC). The problem area is identified by the particular DTC that is set. The control module supplies a buffered voltage to various sensors and switches. The input and output devices in the PCM include analog-to-digital converters, signal buffers, counters, and output drivers. The output drivers are electronic switches that complete a ground or voltage circuit when turned on. Most PCM controlled components are operated via output drivers. The PCM monitors these driver circuits for proper operation and, in most cases, can set a DTC corresponding to the controlled device if a problem is detected. MALFUNCTION INDICATOR LAMP (MIL) OPERATION Page 6342 Location View Location View Page 7948 4. Install the rear window trim panel. 5. Install the rear seat cushion. Refer to Seat Cushion Replacement - Rear (Sedan) in Seats. Page 5230 Steering/Suspension - Wheel Alignment Specifications Alignment: All Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Page 5051 1. Install the small seal retaining clamp (1) on the neck of the outboard seal. Do not crimp. 2. Slide the seal onto the driveshaft bar. 3. Position the neck of the seal in the seal groove on the bar. Notice: Refer to Fastener Notice in Service Precautions. 4. Crimp the seal retaining clamp (1) using J 35910. Crimp to 136 Nm (100 ft. lbs.). 5. Check gap dimension, continue tightening until gap dimension is reached. 6. Put a light coat of grease from the service kit on the ball grooves of the inner race and the outer race. 7. Hold the inner race 90 degrees to centerline of cage with the lands of the inner race (1) aligned with the windows of the cage (2) and insert the inner race into the cage. 8. Hold the cage and the inner race 90 degrees to centerline of the outer race (1) and align the cage windows (3) with the lands of the outer race. Page 2547 Left Rear Of Engine Compartment Page 986 Fuel Gauge Sender: Service and Repair Fuel Level Sensor Replacement (Malibu Sedan) FUEL LEVEL SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Page 106 9. Erase the diagnostic trouble codes. 10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description. Page 3638 Engine Coolant Temperature (ECT) Sensor Page 519 Important: Do NOT start the engine, but only turn the ignition switch to the ON position. 6. Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information Page 5113 Page 3686 Steps 11 - 14 Locations Relay Box: Locations Left Side Of Core Support The Fuse/Relay Block is located under the hood in the junction block. Page 2896 Powertrain Control Module (PCM) C3 Part 4 Page 1584 - Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). - Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to Ignition System Specifications. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Refer to Ignition System Specifications. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. A rattling sound indicates internal damage. - A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4) If equipped. - Inspect for excessive fouling. - Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION - Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. - Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures Leaking fuel injectors - Excessive fuel pressure - Restricted air filter element - Incorrect combustion Page 5386 Page 4791 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 7386 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 3986 Fuel Tank Unit: Service and Repair FUEL SENDER ASSEMBLY REPLACEMENT (MALIBU SEDAN) TOOLS REQUIRED J 45722 Fuel Sender Lock Ring Wrench REMOVAL PROCEDURE CAUTION: In order to reduce the risk of fire and personal injury that may result from a fuel leak, always replace the fuel sender gasket when reinstalling the fuel sender assembly. 1. Disconnect the negative battery cable 2. Relieve the system fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Drain the fuel tank. Refer to Fuel Tank Draining Procedure. 4. Raise the vehicle. Refer to Vehicle Lifting, 5. Remove the fuel tank. 6. Disconnect the electrical and ventilation connections on the modular fuel sender assembly cover. IMPORTANT: The modular fuel sender assembly may spring up from its position. - When removing the modular fuel sender assembly from the fuel tank, be aware that the reservoir bucket is full of fuel. It must be tipped slightly during removal to avoid damage to the float. Discard fuel sender O-ring and replace with a new one. - Carefully discard the fuel in the reservoir bucket into an approved container. 1. While having an assistant hold the fuel tank, use J 45722 to turn the modular fuel sender assembly lock ring counter-clockwise until the ring is released from the fuel tank. 2. Raise the fuel sender assembly out of the tank far enough to access the ventilation harness connection on the underside of the module cover. 3. Disconnect the ventilation harness quick connect before attempting to fully remove the modular fuel sender assembly. INSTALLATION PROCEDURE 1. Install a new O-ring on the modular fuel sender to tank. 2. Connect the ventilation harness inside the fuel tank to the bottom of the modular fuel sender cover. 3. Slowly apply pressure to the top of the spring loaded sender cover until the sender aligns flush with the surface of the tank. 4. Align the locking ring with the matching features on the fuel tank and install the J 45722. Page 410 Labor Time Information Page 2080 Wheels: Service and Repair Aluminum Wheel Refinishing Aluminum Wheel Refinishing Finish Damage Evaluation Procedure Important: ^ If the wheels are chrome-plated, do not re-plate or refinish the wheels. ^ If the wheels are polished aluminum, do not refinish the wheels in the dealer environment. Utilize a refinisher that meets manufacturer guidelines. 1. Inspect the wheels for damage from uncoated wheel balance weights or from automatic car wash facilities. 2. Inspect the wheels for the following conditions: ^ Corrosion ^ Scrapes ^ Gouges 3. Verify the damage is not deeper than what sanding can remove. 4. Inspect the wheels for cracks. If a wheel has cracks, discard the wheel. 5. Inspect the wheels for bent rim flanges. If a rim flange is bent, discard the wheel. Refinishing Procedure Caution: To avoid serious personal injury when applying any two part component paint system, follow the specific precautions provided by the paint manufacturer. Failure to follow these precautions may cause lung irritation and allergic respiratory reaction. 1. Remove the tire and wheel assembly from the vehicle. 2. Remove the balance weights from the wheel. 3. Remove the tire from the wheel. 4. Use a suitable cleaner in order to remove the following contaminants from the wheel: ^ Lubricants ^ Wax ^ Dirt Important: ^ Do not re-machine the wheel. ^ Do not use chemicals in order to strip the paint from the wheel. 5. Use plastic media blasting in order to remove the paint from the wheel. 6. If the wheel had a machined aluminum finish, spin the wheel and use sand paper in order to restore the circular machined appearance. Important: The wheel mounting surface and the wheel nut contact surface must remain free of paint. 7. Mask the wheel mounting surface and the wheel nut contact surface. 8. Follow the paint manufacturer's instructions for painting the wheel. 9. Unmask the wheel. 10. Install a new valve stem. Important: Use new coated balance weights in order to balance the wheel. 11. Install the tire to the wheel. 12. Use a suitable cleaner in order to remove the following contaminants from the wheel mounting surface: ^ Corrosion ^ Overspray ^ Dirt 13. Install the tire and wheel assembly to the vehicle. Page 3353 Page 6194 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 7500 16. Remove the lower HVAC module case. 17. Remove the thermal expansion valve screws. 18. Remove the thermal expansion valve. 19. Remove and discard the sealing washers 20. Remove the evaporator. INSTALLATION PROCEDURE 1. If replacing the evaporator, add the specific amount of PAG® oil directly to the evaporator. Page 6480 Application Label Part 3 Application Label Part 4 Page 4450 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 5297 13. Install the two bolts. Tighten Tighten the two bolts to 115 Nm (85 lb-ft). 14. Install the rear tire and wheel assembly. Install the wheel nuts. Tighten Tighten the wheel nuts to 140 Nm (103 lb-ft). 15. If necessary, perform Steps 3-14 on the other wheel bearing assembly. 16. Lower the vehicle. 17. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Page 8150 - LANGUAGE - LIGHT FLASH - LOCK HORN - OIL-LIFE RESET - REMOTE START - SECURITY - UNITS - UNLOCK HORN Oil-Life Reset The powertrain control module (PCM) sends the oil life remaining percentage to the body control module (BCM) via a serial data message. The radio receives a serial data message from the BCM indicating the remaining oil life. The radio displays the current percentage of the GM Oil Life System as determined by the PCM. When the oil life remaining percentage drops below 10 percent, the radio displays CHANGE ENGINE OIL. When the engine oil is changed, reset the engine oil life in order to clear the oil life remaining percentage display. Press and hold the ENTER button for 5 seconds until the radio displays ACKNOWLEDGED. For more information on the rest of the personalization modes, refer to Personalization Description and Operation. Indicators and Warning Messages For more information on driver information center (DIC) warning messages, refer to Indicator/Warning Message Description and Operation. Page 3238 Steps 1-6 Page 1312 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Electrical - Various Electrical Systems Malfunctions Body Control Module: All Technical Service Bulletins Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Locations Top Right Side Of Engine Page 5917 Page 8428 ^ SP303 The following modules, components, and splice pack are connected to the star portion of the class 2 serial data circuit: ^ SP300 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Memory seat module (MSM) ^ Left rear door module (LRDM) AND ^ SP303 ^ Antenna module ^ Front passenger door module (FPDM) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ Vehicle communication interface module (VCIM). Refer to Data Communication Schematics and Data Link Communications Description and Operation in SI. Part 2 Conditions for Running the DTC Voltage supplied to the module is in the normal operating voltage range of 9 - 16 volts. DTCs B1327, B1328, U1300, U1301, U1305 are not set as current. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A message containing a critical operating parameter has not been received within the last 5 seconds after establishing class 2 serial data communication. Action Taken When the DTC Sets The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When a malfunction such as an open fuse to a module occurs while modules are communicating, a DTC U1001-1254 Loss of XXX Communications is set current. When the modules stop communicating the current DTC U1001-1254 Loss of XXX Communications is cleared but the history DTC remains. When the modules begin to communicate again, the module with the open fuse will not be learned by the other modules so U1000 or U1255 is set current by the other modules. If the malfunction occurs when the modules are not communicating, only U1000 or U1255 is set. Page 7474 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6149 Location View Location View Page 4994 1. Make sure the checkballs are in the proper locations on the channel plate. Retain the checkballs with petroleum jelly. 2. Install a new spacer plate-to-channel plate gasket onto the channel plate. 3. Install the spacer plate with the spacer plate filter attached. Notice: Refer to Fastener Notice in Service Precautions. 4. Hand start the spacer plate support bolts and install the spacer plate support. Tighten the spacer plate support bolts to 14 Nm (10 ft. lbs.). 5. Install a new control valve body to the spacer plate gasket onto the spacer plate. 6. Install the control valve body assembly onto the gasket. Hand start the control valve body assembly bolts to hold the valve body in place. Page 8471 7.1. Remove the console (A) together with the OnStar(R) control modules. 7.2. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 8. CV: Removing the OnStar(R) control modules and securing the wiring: Adjustment/Replacement. 8.1. Open the luggage compartment floor. Page 3545 Body Control Module - C2 Part 3 Page 7008 * Rear transmission mount bracket -Refer to Transmission Mount Replacement - Rear in Automatic Transaxle - 4T40-E/4T45-E. 2. Raise the frame to the vehicle. 3. Install the frame to body bolts. Hand tighten only. Page 5389 Brake Warning Indicator: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Service and Repair Muffler: Service and Repair Muffler Replacement Removal Procedure Important: The originally equipped, welded exhaust extension pipe can be cut and reused when installing a service muffler, if the extension pipe is in acceptable condition. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Support the exhaust muffler. 3. Cut the exhaust extension pipe just forward of the weld at the front of the exhaust muffler. 4. Release the muffler insulator from the underbody hanger and remove the exhaust muffler. 5. Deburr the extension pipe end as necessary. Installation Procedure 1. Install the service muffler to the vehicle. 2. Slide the muffler inlet pipe over the extension pipe, then install the muffler insulator to the underbody hanger. Page 4637 When Servicing transmissions with the new seal design, use the following precautions: ^ The outer diameter of the pump assembly and case bore must be clean and free of burrs or raised surfaces. Be aware of sharp edges that could damage the seal during installation. ^ The seal should be clean and dry before installation. It does not require lubrication for installation. ^ The seal should be inspected prior to installation for obvious damage. ^ It is preferable to hand-start the seal positioning the seal evenly around the case bore before installing the torque converter housing. ^ The seal can be easily removed by prying it out, typical of a pressed-on seal. ^ The seal may be reused, however a thorough inspection must be performed. Inspect the seal for the following conditions: ^ Distortion of the metal carrier or separation from the rubber seal. ^ A cut, deformed, or damaged seal. ^ Refer to the appropriate unit repair information in SI for seal removal and installation procedures. Parts Interchangeability Information In order to properly service the different designs, it is necessary to correctly identify and select corresponding parts for each level. This table provides a summary of the part usage for the different design levels. Page 5756 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 1490 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Page 5934 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4616 14. A hidden yellow identification band indicates proper joint seating. 15. Fill the transmission to the proper level with DEXRON III transmission fluid. Page 3373 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 3093 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the manifold absolute pressure (MAP) sensor harness connector. 2. Remove the upper air cleaner cover screws. 3. Remove the upper air cleaner cover. 4. Remove the air cleaner filter from the lower air cleaner housing. 5. Inspect the air cleaner filter for dust, dirt and water contamination. 6. Replace as necessary. INSTALLATION PROCEDURE 1. Install the air cleaner filter into the lower air cleaner housing. 2. Install the upper air cleaner cover to the lower air cleaner housing. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the air cleaner housing cover. Tighten Tighten the air cleaner cover screws to 5 N.m (44 lb in). 4. Connect the mass air flow (MAF) sensor harness connector. Page 6751 15. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection. 16. Enable the SIR system. Refer to SIR Disabling and Enabling 17. Inspect the steering column components for correct operation. 18. Reprogram the steering system. Refer to Control Module References. Tilt Lever Replacement (HPS) Removal Procedure 1. Disable the SIR system. 2. Disconnect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection. 3. Remove the steering column knee bolster. Refer to Knee Bolster Replacement. 4. Disconnect the steering column electrical connectors. 5. Disconnect the vehicle stability enhancement system (VSES) sensor harness connector at the steering column lower bearing. Open the steering column wire harness retainer clip. Important: DO NOT disconnect the adjustable brake pedal cable. 6. Loosen the lower steering column mounting bolt. Note: Once the steering column is lowered, the column is extremely susceptible to damage. Leaning on or pushing down on the column will result in damage to the intermediate shaft boot seal and could cause the jacket to bend or deform. 7. Remove the upper steering column mounting bolts (1). 8. Actuate the tilt lever to full "UNLOCK" position to release the coil spring tension. Page 826 Door Lock Switch - Passenger Surge Tank Replacement Coolant Reservoir: Service and Repair Surge Tank Replacement Surge Tank Replacement ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the coolant. 2. Reposition the surge tank inlet hose clamp at the surge tank using the J 38185. 3. Remove the surge tank inlet hose from the surge tank. 4. Flex the surge tank mounting tabs outward to release the surge tank from the bracket. 5. Disconnect the coolant level sensor wire harness connector. Page 660 Body Control Module - C2 Part 5 Page 6785 Second Design - Black Painted (DO NOT Lube) Hydraulic Assist Power Steering First Design - Bare Steel Tube (Lube OK) Second Design - Black Painted (DO NOT Lube) In the unlikely event that the source of the noise is identified as a second design shaft with black painted tube, it must be replaced. Correction 1 (Only for First Design - DO NOT USE FOR 2ND DESIGN) Lubricate the intermediate shaft with steering column shaft lubrication kit, P/N 26098237. 1. From inside the vehicle, remove the instrument panel insulator panel - left side panel to gain access to the intermediate shaft. 2. Remove the intermediate shaft to steering column attachment bolt. 3. Remove the intermediate shaft from the steering column. 4. Extend the intermediate shaft all the way. Using the intermediate shaft grease kit, P/N 26098237, inject the grease into the gap between the inner shaft and the outer shaft as you are collapsing the shaft. This will draw the grease into the shaft. 5. Cycle the shaft up and down several times to distribute the grease. Important Remove original thread locker material from the bolt and apply Loctite(R) 242 (or equivalent) to the threads of the bolt and reinstall intermediate shaft bolt. 6. Install the intermediate shaft to the column. Tighten - For electronic power steering, tighten the bolt to 49 Nm (36 lb ft). - For hydraulic power steering, tighten the bolt to 62 Nm (46 lb ft). Page 73 Models The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005 Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued September 2008. Condition In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no longer be required to support the analog wireless network beginning in 2008. As a result, On Star(R) is unable to continue analog service. OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or near deployment, the customer may hear a recording that OnStar(R) is being contacted. However, since analog service is no longer available, the call will not connect to OnStar(R). To end the call, the customer must press the white phone or white dot button. If the call is not ended, the system will continue to try to connect to OnStar(R) until the vehicle battery is drained. Special Policy Adjustment At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service will be made at no charge to the customer. This special coverage covers the condition described above until December 31, 2008 for all non-Saab vehicles; April 30, 2009 for all Saab vehicles. Vehicles Involved Page 3275 Instrument Panel Page 5788 2. Install the drive belt. 3. Connect the negative battery cable. Page 1978 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 1317 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 2970 Knock Sensor: Diagrams Knock Sensor (KS) 1 Page 3192 Body Control Module (BCM) C1 Part 3 TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 528 HVAC Control Module C1 - Part 2 Page 145 ^ An OnStar(R) Call Center button press WILL NOT connect the vehicle with OnStar(R). The vehicle must be upgraded to reactivate the account. The customer will hear a demo message stating that there is not a current OnStar(R) subscription for the vehicle. The message will also instruct the customer how to upgrade and reactivate services. ^ OnStar(R) personal calling (OPC) will not be available, as this feature requires the customer to have a current OnStar(R) account. Attempts to use this feature will result in cellular connection failure messages and the inability to connect to the number dialed. Note For deactivated vehicles, a no connect response should be considered normal system operation. Further diagnosis and subsequent repair is only necessary should the customer elect to become an active OnStar(R) subscriber and upgrade the account subscription. OnStar(R) Cellular, GPS, and Diagnostic Limitations The proper operation of the OnStar(R) System is dependent on several elements outside the components integrated into the vehicle. These include the National Cellular Network Infrastructure, the cellular telephone carriers within the network, and the GPS. The cellular operation of the OnStar(R) system may be inhibited by factors such as the users range from a digital cellular tower, the state of the cellular carrier's equipment, and the location where the call is placed. Making an OnStar(R) key press in areas that lack sufficient cellular coverage or have a temporary equipment failure will result in either the inability of a call to complete with a data transfer or the complete inability to connect to the OnStar(R) Call Center. The OnStar(R) system may also experience connection issues if the identification numbers for the module, station identification number (STID), electronic serial number (ESN) or manufacturers electronic ID (MEID), are not recognized by the cellular carriers local signal receiving towers. The satellites that orbit earth providing the OnStar system with GPS data have almost no failures associated with them. In the event of a no GPS concern, the failure will likely lie with the inability of the system to gain GPS signals because of its location, i.e. in a parking structure, hardware failure, or being mistaken with an OnStar(R) call which has reached the Call Center without vehicle data. During diagnostic testing of the OnStar(R) system, the technician should ensure the vehicle is located in an area that has a clear unobstructed view of the open sky, and preferably, an area where digital cellular calls have been successfully placed. These areas can be found by successfully making an OnStar(R) keypress in a known good OnStar(R) equipped vehicle and confirming success with the OnStar(R) Call Center advisor. Such places can be used as a permanent reference for future OnStar(R) testing. Mobile Identification Number and Mobile Directory Number The vehicle communication interface module (VCIM) utilizes 2 numbers for cellular device identification, call routing and connection. They are: ^ A mobile identification number (MIN) ^ A mobile directory number (MDN) Note The MIN represents the number used by the cellular carrier for call routing purposes. The MDN represents the number dialed to reach the cellular device. Diagnostic Information Symptoms - Cellular Communication The following steps must be completed before using the symptom table. 1. Perform the Diagnostic System Check - Vehicle, before using the Symptom Tables in order to verify that the following are true: ^ There are no DTCs set. ^ The control modules can communicate via the serial data link. 2. Review the system operation in order to familiarize yourself with the system functions. Refer to Radio/Audio System Description and Operation in SI. Diagnostic Starting Point - Displays and Gages Begin the displays and gages system diagnosis with Diagnostic System Check - Vehicle or the audible warning system diagnosis with Diagnostic System Page 2557 7. Remove the thermostat bypass pipe-to-throttle body nut. 8. Using the J 38185, reposition the hose clamp at the thermostat bypass pipe. 9. Disconnect the thermostat bypass pipe hose. 10. Remove the thermostat bypass pipe-to-engine front cover bolt. 11. Remove the thermostat bypass pipe. Installation Procedure Page 8425 Check - Vehicle. The Diagnostic System Check will provide the following information: ^ The identification of the control modules which command the system ^ The ability of the control modules to communicate through the serial data circuit ^ The identification of any stored diagnostic trouble codes (DTCs) and their status The use of the Diagnostic System Check will identify the correct procedure for diagnosing the system and where the procedure is located. Visual/Physical Inspection Perform the following visual inspections; ^ Inspect for aftermarket devices which could affect the operation of the Radio/Audio System. Refer to Checking Aftermarket Accessories in SI. ^ Inspect the easily accessible and visible system components for obvious damage or conditions which could cause the symptom. Intermittent Conditions Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections in SI. Symptom List Page 173 Page 3534 Body Control Module (BCM) C4 Part 3 Page 735 Ignition Control Module (ICM) Page 4463 Disclaimer A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set Wiring Harness: Customer Interest A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set Bulletin No.: 02-07-30-022B Date: October 20, 2003 TECHNICAL Subject: Service Engine Soon (SES) Light On With DTCs P0716 and/or P0717, P0730, P0753, P0758, P1860, P1887, or other Miscellaneous Transmission Trouble Codes Set (Repair Wiring at Transaxle Wiring Pass-thru Connector) Models: 2000-2004 Buick Century, LeSabre, Park Avenue, Regal 2003-2004 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2004 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2004 Chevrolet Classic 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Aurora 2000-2004 Oldsmobile Alero, Silhouette 2000-2004 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2004 Pontiac Aztek 2000 Toyota Cavalier with 4T65-E, 4T40-E or 4T45-E Transaxle (RPOs MN3, MN7, M15, M76, MN4, MN5) Supercede: This bulletin is being revised to add the 2004 model year as well as the Chevrolet Classic model. Please discard Corporate Bulletin Number 02-07-30-022A (Section 07-Transmission/Transaxle). Condition Some customers may comment that the Service Engine Soon (SES) indicator is illuminated and that while the light is illuminated, transmission shifts are extremely harsh. Cause These types of conditions may be caused by an intermittent connection at the transaxle 20-way connector to the wiring harness interface. Correction If a DTC was recorded and the Freeze Frame and Failure Records back it up, a problem existed at one time with the wiring and/or the connectors between the transaxle and the PCM. Therefore, a thorough inspection and/or repair of the wiring harness at the transaxle 20-way connector for one or more of the following conditions may be warranted. ^ The wiring harness is stretched too tightly or other components are pressing on the connector body itself causing a downward pressure on the connector body and possible intermittent contact of the wiring terminals. Ensure proper clearance to any other components and wiring (i.e. hoses, battery cables, etc.). ^ The terminals are not fully seated into the cavity of the connector body. ^ The male terminals in the transaxle portion of the connector may be in the wrong position (i.e. bent). ^ The female terminals may be loose and are not making proper contact. Check the tension with the proper terminal tester from the GM Terminal Test Kit J 35616-A or J 35616-92. If the tension is low, replace the terminal. Do not try to re-form the terminal. ^ The crimp of the terminal to the wire may not be satisfactory (i.e. loose, over insulation, etc.). ^ The wiring connector is not properly seated and locked in position. Ensure proper seating of the connector into the transaxle and that the connector is properly locked in place. Warranty Information Page 2420 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 2712 6. Install the exhaust manifold heat shield. ^ Tighten the exhaust manifold heat shield bolts to 18 Nm (12 ft. lbs.). Important: Whenever the oxygen sensor is removed, coat the threads with nickel-based anti-seize compound such as GM P/N 5613695 (or equivalent). 7. Install the HO2S into the exhaust manifold using J39194-B. ^ Tighten the oxygen sensor-to-exhaust manifold pipe to 41 Nm (30 ft. lbs.). 8. Connect the HO2S electrical connector at the side of engine. Assure the connector is fully retained away from the exhaust manifold and heat shield edges. 9. Install the air intake tube. Page 415 networks, and will not require an upgrade in connection with the cellular industry's transition to the digital network. In order to verify the type of OnStar(R) Hardware in a vehicle, type the VIN into the VIN look-up tool, which is available at the OnStar(R) Online Enrollment website within GM GlobalConnect (for U.S. dealers) or InfoNet (for Canadian dealers). Disclaimer Page 3822 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAF) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the positive crankcase ventilation fresh air tube from the air cleaner intake duct. 2. Disconnect the mass air flow (MAF) sensor electrical connector. 3. Loosen the clamps and remove the air cleaner intake duct with the MAF sensor from the throttle body and the air cleaner housing cover. 4. Loosen the clamp and remove the MAF sensor from the air cleaner intake duct. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the MAF sensor to the air cleaner intake duct. Tighten Tighten the clamp to 2 N.m (18 lb in). 2. Install the air cleaner intake duct with the MAF sensor to the throttle body and the air cleaner housing cover. Tighten Tighten the clamps to 2 N.m (18 lb in). 3. Connect the MAF sensor electrical connector. 4. Install the positive crankcase ventilation fresh air tube to the air cleaner intake duct. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 4418 Page 7092 Disclaimer Page 7852 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the left outer trim cover to the I/P. 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct clamps from the mass airflow (MAF) sensor and the throttle body. 2. Disconnect the positive crankcase ventilation clean air tube from the intake duct. 3. Disconnect the MAF sensor electrical connector. 4. Remove the fastener that attaches the air intake duct to the upper tie-bar. 5. Remove the air cleaner cover fasteners and remove the air intake duct and air cleaner cover. 6. Separate the air intake duct from the MAF sensor. INSTALLATION PROCEDURE 1. Install the air intake duct to the MAF sensor. 2. Install the air intake duct to the throttle body and the air cleaner cover to the air cleaner assembly. 3. Install the air cleaner cover fasteners. 4. Install the fastener that attaches the air intake duct to the upper tie-bar. NOTE: Refer to Fastener Notice in Service Precautions. 5. Tighten the air intake duct clamps fastener at the upper tie bar. Tighten Tighten the intake air duct clamps to 10 N.m (89 lb in). 6. Reconnect the MAF sensor electrical connector. 7. Reconnect the positive crankcase ventilation clean air tube to the air intake duct. 8. Tighten the air intake duct clamps. Tighten Tighten the intake air duct clamps to 2 N.m (18 lb in). Page 5598 4. Remove the brake fluid level sensor from the master cylinder. Installation Procedure 1. Align the brake fluid level sensor to the master cylinder reservoir. 2. Press the brake fluid level sensor into the master cylinder reservoir, ensure the retaining tabs click into place. 3. Connect the electrical connector to the brake fluid level sensor. Specifications Brake Pad: Specifications Brake Pad Minimum Thickness ........................................................................................................................................................... 0.76 mm (0.030 inch) Page 5904 Rear Of Left Rear Wheel Well - Extended Sedan Page 6722 5. Install the RH door trim panel (2). 6. Connect the roof rail module-right connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-right connector. 8. Install the garnish molding to the upper lock pillar. 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. Page 199 4.2. Release the back end of the connector (C) and remove from the contact rail (D). 4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.5. Assemble the contact rail and end. 4.6. Connect connector (A) and secure the cable using a cable tie (B). 5. Assemble the gear shift housing (A). AUT: Connect connector (B). 6. Assemble the center console, see WIS - Body - Interior. 7. Remove the OnStar(R) control module and secure the cable harness: 7.1. 5D: Remove the right-hand cover from the luggage compartment floor. Page 3243 Steps 1-3 Page 170 Rear Front Steering Knuckle: Service and Repair Rear Knuckle Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel. 3. Remove the rear wheel bearing. 4. Using a suitable jack, raise the knuckle in order to relieve tension from the shock. 5. Remove the lower shock to knuckle bolt. 6. Remove the coil spring. 7. Remove the toe link. 8. Remove the upper control arm to knuckle bolt and nut. Page 6173 Disclaimer Page 1884 Fuse Block - Rear C3 Part 3 Page 8149 Driver/Vehicle Information Display: Description and Operation DRIVER INFORMATION CENTER (DIC) DESCRIPTION AND OPERATION The radio displays driver information center (DIC) information when it first powers up. The up level radio shows the time and outside temperature on the first line of the display, and DIC information on the second line of the display. There are 3 DIC buttons on the radio. ENTER - INFO - MENU Enter The ENTER button is used in order to acknowledge a warning message, reset an option, or to select an option. Info The INFO button is used in order to navigate through the following driver information center (DIC) information modes: AV SPEED - ECON - FUEL RANGE - OIL LIFE - TRIP A - TRIP B Av Speed Average speed is calculated using the equation: Average Speed = Distance/Ignition On Distance = The accumulated distance travelled since the last reset of this value - Ignition On = The accumulated ignition on time since the last reset of this value Ignition on time is measured from the time that the ignition is turned ON to the time when the ignition is turned OFF. The value of this mode is retained during ignition OFF. Press and hold the ENTER button on the radio for one second in order to reset the average speed display. Econ Average fuel economy is calculated using the equation: AFE = Distance/Fuel Distance = The accumulated distance travelled since the last reset of this value - Fuel = The accumulated fuel consumption since the last reset of this value The instrument panel cluster (IPC) receives a serial data message from the body control module (BCM) regarding fuel usage information. The value of this mode is retained during ignition OFF and can be changed between English units and metric units. Press and hold the ENTER button on the radio switch for one second in order to reset the ECON display. Fuel Range This message indicates the estimated distance that the vehicle can travel under the current fuel economy and fuel level conditions since the last reset of the value. Fuel Range is calculated using the equation: Fuel Range = Distance Sum/Fuel Sum. Distance Sum = The accumulated distance travelled since the last reset of this value. - Fuel Sum = The accumulated fuel delivered since the last reset of this value The radio receives a serial data message from the BCM with fuel information. The value of this mode is retained during ignition OFF and can be changed between English units and metric units. The FUEL RANGE display cannot be reset. Oil Life The powertrain control module (PCM) sends the oil life remaining percentage to the body control module (BCM) via a serial data message. The radio receives a serial data message from the BCM indicating the remaining oil life. The radio displays the current percentage of the GM Oil Life System as determined by the PCM. Trip A And Trip B The radio determines vehicle trip odometer mileage based on the vehicle speed signal (VSS) from the body control module (BCM). The trip odometer displays accumulated km (mi) since the last reset of this value. The trip odometer is capable of displaying up to 999.9 km (999.9 mi). Trip odometer information is not retained when the battery is disconnected. Press and hold the ENTER button on the radio for one second in order to reset the trip odometer display. Menu The MENU button is used in order to navigate through the following personalization modes: AUTO UNLK - DELAY LOCK - EXT LIGHTS Page 5635 Important: Ensure the gasket on the outside barrel of the master cylinder is positioned properly and is free of cuts and tears. 8. Install the master cylinder nuts to the vacuum brake booster. ^ Tighten the nuts to 25 Nm (18 ft. lbs.). 9. Raise the vehicle. 10. Install the 3 nuts that attach the EBCM/BPMV bracket assembly to the left wheelhouse. ^ Tighten the nuts to 10 Nm (86 inch lbs.). 11. Install the left front tire and wheel assembly. 12. Lower the vehicle. 13. Remove the caps or plugs from the 4 brake pipes (2) and install the 4 brake pipes (2) to the BPMV. ^ Tighten the pipes to 20 Nm (15 ft. lbs.). Page 100 10.4. Remove the end cap from the new optic cable, connect to the connector and refit the secondary catch (D). Fit the terminal housing (C) to the connector and refit the locking strip (B). 10.5. Secure the old optic cable together with the new one (E). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker. 12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables: 12.1. Cut off the cable tie holding the connector (H2-9) against REC. Page 7489 3. Place a protective cover over the carpet below the evaporator core. 4. Remove the cabin air filter, if equipped, and cover the opening prior to applying the Cooling Coil Coating, as the product may clog the filter. If the cabin air filter appears to have little or no remaining life, suggest a replacement to your customer. 5. If the HVAC module has a blower motor cooling tube, be careful NOT TO SPRAY THE COOLING COIL COATING INTO THE BLOWER MOTOR COOLING TUBE. 6. Attach the Flexible Applicator Pressure Spray Tool (J-43810-20A) to a compressed air line operating at 586 kPa (85 psi) to 793 kPa (115 psi). 7. Shake the bottle of Cooling Coil Coating well. Screw the bottle onto the cap on the applicator tool's pick-up tube. Note The pick-up tube is designed for 120 ml (4 oz) and 240 ml (8 oz) bottles and should coil slightly in the bottom of a 120 ml (4 oz) bottle. 8. Use one of the following three methods to apply the Cooling Coil Coating. Important If the Pressure Applicator Spray Tool (J-43810-20A) is not available, the Cooling Coil Coating is also available in an aerosol can (P/N 12377951 (in Canada, 10953503)). Application Through Blower Motor Control Module Opening - Remove the blower motor control module (blower motor resistor). Refer to the applicable procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor blower motor control module (blower motor resistor) opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor blower motor control module (blower motor control module). Application Through Blower Motor Opening - Remove the blower motor. Refer to the applicable blower motor removal procedure in SI. - Clean any debris or foreign material from inside the HVAC module and on the evaporator core surface. - Apply the Cooling Coil Coating directly to the evaporator core through the blower motor opening. - Use the flexible wand to direct the Cooling Coil Coating over the entire evaporator core and surrounding gasket surfaces. - When the application is complete, install the blower motor. Application Through a Hole in the HVAC Module - If neither of the two previous application methods are available, it may be necessary to drill a hole in the HVAC module. - Locate an area of the HVAC module between the blower motor and the evaporator core. Drill a 10 mm (3/8 in) hole in the HVAC module. Use caution to keep the drill clear of the evaporator core and the blower motor fan. - With the air distribution vents closed and the blower motor fan speed on HIGH, insert the applicator tool into the hole and spray the Cooling Coil Coating into the airstream toward the evaporator core. - Use a GM approved RTV sealant to plug the hole in the HVAC module. 9. After the Cooling Coil Coating application is complete, start and run the vehicle for approximately 10 minutes, with the compressor disabled, HVAC mode set to Recirculate/Max, heat set to full warm, blower motor fan speed on high, and one window open approximately 12 mm (1/2 in). This cures the Cooling Coil Coating onto the evaporator core surface. 10. While the engine is running, rinse the applicator tool with warm water to prolong the life of the tool. Be sure to spray warm water through the nozzle to rinse out any residual Cooling Coil Coating still in the capillary pick up tube, otherwise it will dry and clog the applicator tool. Also remove the small green valve from the bottle cap and rinse it thoroughly while rolling it between two fingers and then reinstall it. If this valve is clogged , the Cooling Coil Coating will not flow through the applicator tool. 11. Shut off the engine and enable the compressor again. 12. Verify proper HVAC system operation. 13. Remove the protective cover from inside the vehicle. 14. Remove the drain pan from underneath the vehicle. 15. Reinstall the cabin air filter if necessary. Page 5700 Instrument Panel Page 6639 Alignment: Service and Repair Rear Wheel Alignment Rear Camber Adjustment 1. Loosen the inner lower control arm cam bolt nuts. 2. Rotate the cam bolts to the required camber specification setting. Notice: Refer to Fastener Notice in Service Precautions. 3. Maintain the camber setting while tightening the cam bolt nuts Tighten ^ Tighten the inner lower control arm (front) bolt nut to 110 Nm (81 ft. lbs.). Important: Check the toe setting AFTER changing camber or caster. 4. Check the camber setting after tightening. 5. Adjust the camber setting if necessary. Rear Toe Adjustment 1. Loosen the inner toe link cam bolt and nuts 2. Rotate the cam bolt to the required toe specification settings. Notice: Refer to Fastener Notice in Service Precautions. 3. Maintain the toe setting while tightening the cam bolt nut. ^ Tighten the rear suspension adjustment link lock nut to 110 Nm (81 ft. lbs.). 4. Check the toe setting after tightening. 5. Adjust the toe setting if necessary. Page 7721 Air Bag: Diagrams Inflatable Restraint I/P Module Page 267 ^ SP303 The following modules, components, and splice pack are connected to the star portion of the class 2 serial data circuit: ^ SP300 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Memory seat module (MSM) ^ Left rear door module (LRDM) AND ^ SP303 ^ Antenna module ^ Front passenger door module (FPDM) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ Vehicle communication interface module (VCIM). Refer to Data Communication Schematics and Data Link Communications Description and Operation in SI. Part 2 Conditions for Running the DTC Voltage supplied to the module is in the normal operating voltage range of 9 - 16 volts. DTCs B1327, B1328, U1300, U1301, U1305 are not set as current. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A message containing a critical operating parameter has not been received within the last 5 seconds after establishing class 2 serial data communication. Action Taken When the DTC Sets The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When a malfunction such as an open fuse to a module occurs while modules are communicating, a DTC U1001-1254 Loss of XXX Communications is set current. When the modules stop communicating the current DTC U1001-1254 Loss of XXX Communications is cleared but the history DTC remains. When the modules begin to communicate again, the module with the open fuse will not be learned by the other modules so U1000 or U1255 is set current by the other modules. If the malfunction occurs when the modules are not communicating, only U1000 or U1255 is set. Page 1844 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-RF go to step 7. To disable the roof rail module-right go to step 10 and for the side impact sensor (SIS)-Right go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-RF connector. 9. Disconnect the seat belt pretensioner-RF connector from the vehicle harness connector. 10. Remove the garnish molding from the upper lock pillar. 11. Remove the connector position assurance (CPA) from the roof rail module-right connector. 12. Disconnect the roof rail module-right connector from the vehicle harness connector. Page 1427 Power Window Switch: Service and Repair Power Window Switch Replacement - Left Front Power Window Switch Replacement - Left Front Removal Procedure 1. Remove the door trim panel. 2. Release the tabs and push the switch bezel from the trim panel. 3. Disconnect the electrical connectors from the switch. 4. Remove the switch from the bezel. Installation Procedure 1. Install the switch to the bezel. 2. Connect the electrical connectors to the switch. 3. Install the switch bezel to the door trim. 4. Install the door trim panel. Page 3010 Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). 3. Connect the H02S 1 electrical connector. Page 879 Rear Of Vehicle - Extended Sedan Page 6496 Application Label Part 3 Application Label Part 4 Page 1731 18. Remove the compressor hose from the rail clip. 19. Remove the compressor line. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 20. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. 3. Install the compressor line. Page 8434 The number above refers to the step number on the diagnostic table. DTC U0073 or U2100 DTC Descriptors DTC U0073 00: Control Module Communication Bus Off DTC U0073 71: ECU HS Bus Off DTC U0073 72: ECU LS Bus Off DTC U2100 00: Controller Area Network (CAN) Bus Communication DTC U2100 47: Controller Area Network (CAN) Bus Communication Circuit/System Description The serial data circuits are serial data buses used to communicate information between the control modules. The serial data circuits also connect directly to the data link connector (DLC). Conditions for Running the DTCs Supply voltage at the modules are in the normal operating range. The vehicle power mode requires serial data communications. Conditions for Setting the DTC The module setting the DTC has attempted to establish communications on the serial data circuits more than 3 times. Page 351 High OR Low The above conditions are met for more than 3 seconds. Circuit/System Verification These DTCs cannot be retrieved with a current status. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. An intermittent condition is likely to be caused by a short on the Class 2 serial data circuit. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. DTC B2455 DTC Descriptors DTC B2455 01: Cellular Phone Microphone Circuit Short to Battery DTC B2455 02: Cellular Phone Microphone Circuit Short to Ground DTC B2455 04: Cellular Phone Microphone Circuit Open Circuit Circuit/System Description Without RPO UAV The vehicle communication interface module (VCIM) uses the cellular phone microphone to allow driver communication with OnStar(R). With RPO UAV The vehicle communication interface module (VCIM) and navigation radio use the cellular phone microphone to allow driver communication with OnStar(R), as well as to operate the voice recognition/voice guidance feature of the navigation radio. Conditions for Running the DTC The ignition is in RUN or ACC position. System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 10 seconds. Conditions for Setting the DTC B2455 01: A short to battery is detected on the cellular microphone signal circuit. B2455 02: A short to ground is detected on the cellular microphone signal circuit. B2455 04: An open circuit is detected on the cellular microphone signal circuit. Action Taken When the DTC Sets The VCIM and/or navigation radio (RPO UAV) will not receive any signal from the microphone. The OnStar(R) status LED turns red. Voice recognition will not function. Conditions for Clearing the DTC Page 401 2. Skip to the next step if the vehicle to be upgraded is not shown above. 3. Skip to the next step if the vehicle to be upgraded is not a 2005 Cadillac STS. The 2005 Cadillac STS kit may include a new inside rearview (ISRV) mirror assembly and a new ISRV mirror wiring cover. If the kit you receive includes these parts, please remove the existing ISRV mirror and wire cover from the vehicle and install the ones provided in the kit per the instructions in SI. 4. Skip this step if the vehicle to be upgraded is not listed below. ^ 2003-2004 Saturn L-Series ^ 2003 Saturn ION ^ 2002-2003 Saturn VUE 1. Locate and remove the Right Audio output signal terminal 7 from Connector C2 at the Vehicle Communication Interface Module (VCIM). 2. Remove the terminal end and strip the wire. 3. Locate the Left Audio output signal wire from terminal 1 in Connector C2. 4. Splice the Right Audio output signal wire from terminal 7 with the Left Audio output signal wire from terminal 1. 5. See Wiring Repairs in SI for approved splicing methods. Page 6564 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 5456 Important: DO NOT reuse the copper brake hose gaskets. 6. Install NEW copper brake hose gaskets to the brake hose-to-caliper bolt and to the brake hose. 7. Install the brake hose and the brake hose-to-caliper bolt to the brake caliper. ^ Tighten the brake caliper bolt to 50 Nm (37 ft. lbs.). 8. Bleed the hydraulic brake system. 9. With the engine OFF, gradually apply the brake pedal to approximately 2/3 of its travel distance. 10. Slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 11 and 12 until a firm brake pedal apply is obtained; this will properly seat the brake caliper pistons and brake pads. 12. Install the tire and wheel assembly. 13. Lower the vehicle. 14. Apply and release the park brake pedal 4 times. Page 1632 Drive Belt: Testing and Inspection Drive Belt Excessive Wear Drive Belt Excessive Wear Diagnosis Test 1-6 Diagnostic Aids Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application. Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off. Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mix-positioning the drive belt by one groove on a pulley. 3. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt should not come in contact with an engine or a body component when snapping the throttle Page 4211 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Steering - Column Tilt/Telescope Lever Availability Tilt Wheel Handle: All Technical Service Bulletins Steering - Column Tilt/Telescope Lever Availability Bulletin No.: 05-02-35-001 Date: March 21, 2005 INFORMATION Subject: Steering Column Tilt/Telescope Wheel Lever Available for Service Use Models: 2004-2005 Chevrolet Malibu, Malibu Maxx 2005 Pontiac G6 The steering column tilt/telescope wheel lever is now available for service as a separate part. The lever was formerly available only as part of the entire steering column. DO NOT replace the steering column if the tilt/telescope wheel lever requires replacement. Important: It has been found that some customers are leaving the lever in the unlocked position when exiting the vehicle. Upon entering the vehicle, the occupant's leg may hit the lever and break it. Please advise the customer to always return the lever to the locked position before exiting the vehicle. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5954 Auxiliary Power Outlet - Rear (Extended Sedan) Page 7850 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. Page 6052 C108 Engine Harness To Body Harness Page 3310 Engine Control Module: Description and Operation Anti-Theft Function POWERTRAIN CONTROL MODULE (PCM) The powertrain control module (PCM) verifies that the password received from the theft deterrent module (TDM) via the serial data circuit is correct. The PCM can learn only one fuel continue password. If the fuel continue password is correct, the PCM enables the starting and fuel delivery systems. The PCM disables the starting and fuel delivery systems if any of the following conditions occur: - The fuel continue password is incorrect. - The fuel disable password is sent by the TDM. - No passwords are received-There is no communication with the TDM. IMPORTANT: On some vehicles, if the PCM is unable to communicate with the vehicle theft deterrent (VTD) system after the vehicle has started, the PCM will consider the VTD system to be malfunctioning. The PCM will enter a fail enable state and will command the security indicator to illuminate. When the PCM is in a fail enable state, the vehicle will NOT stall or stop running. If the PCM is in a fail enable state when the ignition is switched OFF, the PCM will remain fail enable until communications with the VTD system has been restored. When the PCM is in a fail enable state, the VTD system is NOT active and the vehicle will start. This feature is NOT available on all GM vehicle lines. Page 643 Body Control Module (BCM) C3 Part 3 Page 3564 Body Control Module: Symptom Related Diagnostic Procedures A Symptoms - Computer/Integrating Systems SYMPTOMS - COMPUTER/INTEGRATING SYSTEMS IMPORTANT: The following steps must be completed before using the symptom tables. 1. Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information before using the symptom tables in order to verify that all of the following are true: There are no DTCs set. - The control modules can communicate via the serial data links. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle 2. Review the system operation in order to familiarize yourself with the system functions. Refer to: - Data Link Communications Description and Operation - Body Control System Description and Operation - Retained Accessory Power (RAP) Description and Operation Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the systems. - Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions. Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: Scan Tool Does Not Power Up See: Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures - Scan Tool Does Not Communicate with Class 2 Device See: Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures - Scan Tool Does Not Communicate with High Speed GMLAN Device See: Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures/Scan Tool Does Not Communicate With High Speed GMLAN Device - Scan Tool Does Not Communicate with Low Speed GMLAN Device See: Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures/Scan Tool Does Not Communicate With Low Speed GMLAN Device - Retained Accessory Power (RAP) On After Time-out See: Diagnosis By Symptom Computer/Integrating Systems/Retained Accessory Power (RAP) On After Timeout - Retained Accessory Power (RAP) Inoperative See: Diagnosis By Symptom Computer/Integrating Systems/Retained Accessory Power (RAP) Inoperative Page 5411 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 1559 Disclaimer Page 2913 Steps 29 - 32 Page 1153 Lower Rear Of The Engine Cooling System, A/C - Aluminum Heater Cores/Radiators Radiator: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Page 2193 Harmonic Balancer - Crankshaft Pulley: Service and Repair Crankshaft Balancer Replacement ^ Tools Required J 29113 Balancer and Crank Sprocket Installer - J 37096 Flywheel Holder - J 41816 Harmonic Balancer Remover - J 45059 Angle Meter Removal Procedure Notice: The inertial weight section of the crankshaft balancer is assembled to the hub with a rubber type material. The correct installation procedures (with the proper tool) must be followed or movement of the inertial weight section of the hub will destroy the tuning of the crankshaft balancer. 1. Remove the drive belt. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the right front tire and wheel. 4. Remove the right engine splash shield. 5. Install the jack stands to the frame. 6. Loosen the left frame bolts and remove the right side frame bolts. 7. Using the jack stands, lower the right side of the frame to access the crankshaft balancer. 8. Remove the torque converter covers. 9. Install the J 37096 to the flywheel to prevent flywheel rotation. 10. Remove the crankshaft balancer bolt and the washer. 11. Remove the crankshaft balancer. Use the J 41816. Installation Procedure Page 6858 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 3774 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Page 7422 21. Install the lower radiator air deflector. 22. Install the lower radiator air deflector retainers. 23. Lower the vehicle. 24. Remove the rope attached to the radiator and upper tie bar. 25. Install both upper radiator support brackets. IMPORTANT: Do not allow the upper bracket to twist when tightening the radiator mounting bolts or vibration may result. 26. Install both upper radiator support bracket bolts. Tighten Tighten the bolt to 10 N.m (89 lb in). 27. Install the right headlamp. 28. Install the left headlamp. 29. Evacuate and charge the refrigerant system. 30. Leak test the fittings using the J 39400-A. Locations Combination Switch: Locations Instrument Panel Page 2306 Engine Mount: Service and Repair Engine Mount Strut Bracket Replacement Engine Mount Strut Bracket Replacement Removal Procedure 1. Remove the engine mount strut. 2. Remove the engine mount strut bracket to engine bolts. 3. Remove the engine mount strut bracket from the vehicle. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine mount strut bracket to the engine. ^ Tighten the engine mount strut bracket to engine bolts to 25 Nm (18 ft. lbs.). 2. Install the engine mount strut. Page 6276 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 2908 Steps 10 - 12 Page 1402 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 7411 3. Install the compressor clutch coil snap ring using the J 6083. 4. Install the compressor pulley to the compressor. 5. Install the compressor pulley snap ring using the J 6083. 6. Place a small amount of oil on the 0.4 mm (0.016 in) air gap shim and place inside the clutch drive plate. Page 999 Instrument Panel Page 5011 For vehicles repaired under warranty, use the table. Disclaimer Page 6331 Fuse Block - Underhood C2 Part 5 Page 7996 Page 677 Body Control Module: Symptom Related Diagnostic Procedures A Symptoms - Computer/Integrating Systems SYMPTOMS - COMPUTER/INTEGRATING SYSTEMS IMPORTANT: The following steps must be completed before using the symptom tables. 1. Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information before using the symptom tables in order to verify that all of the following are true: There are no DTCs set. - The control modules can communicate via the serial data links. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle 2. Review the system operation in order to familiarize yourself with the system functions. Refer to: - Data Link Communications Description and Operation - Body Control System Description and Operation - Retained Accessory Power (RAP) Description and Operation Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the systems. - Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions. Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: Scan Tool Does Not Power Up See: Powertrain Management/Computers and Control Systems/Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures - Scan Tool Does Not Communicate with Class 2 Device See: Powertrain Management/Computers and Control Systems/Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures - Scan Tool Does Not Communicate with High Speed GMLAN Device See: Powertrain Management/Computers and Control Systems/Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures/Scan Tool Does Not Communicate With High Speed GMLAN Device - Scan Tool Does Not Communicate with Low Speed GMLAN Device See: Powertrain Management/Computers and Control Systems/Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures/Scan Tool Does Not Communicate With Low Speed GMLAN Device - Retained Accessory Power (RAP) On After Time-out See: Diagnosis By Symptom Computer/Integrating Systems/Retained Accessory Power (RAP) On After Timeout - Retained Accessory Power (RAP) Inoperative See: Diagnosis By Symptom Computer/Integrating Systems/Retained Accessory Power (RAP) Inoperative Page 6497 Location View Location View Page 341 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Front passenger door module (FPDM) ^ Left rear door module (LRDM) ^ Memory seat module (MSM) ^ Radio antenna module (listed as remote function actuation in scan tool display) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ TV antenna module ^ Vehicle communication interface module (VCIM) The star has 4 splice packs: ^ SP200 located in the left side of the instrument panel, near the steering column , taped to the instrument panel harness ^ SP201 located in the center of the instrument panel, near the radio ^ SP300 located in the left side middle of the passenger compartment, taped to the body harness, near the carpet seam ^ SP303 located in the right rear of the passenger compartment, taped to the body harness, approximately 24 cm (9.5 in) from the fuse block - right rear. Refer to Data Communication Schematics in SI. The following modules, components, and splice packs are connected to the ring portion of the class 2 serial data circuit: ^ Dash integration module (DIM) ^ Electronic brake control module (EBCM) ^ Engine control module (ECM) ^ Inflatable restraint sensing and diagnostic module (SDM) ^ Instrument panel cluster (IPC) ^ HVAC control module ^ Radio ^ Rear integration module (RIM) ^ Vehicle communication interface module (VCIM) OR ^ Communication interface module (CIM) ^ SP200 ^ SP201 ^ SP300 Page 8180 Important: Secure the wiring harness so that there is no risk of chafing or rattling. 6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement. 6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.4. Fold the rear seat backrest forward. 6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.6. Remove the A-pillar's lower side piece. 6.7. Open the cover on the right-hand wiring harness channels. 6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the right-hand A-pillar. 6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car. 6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector H2-11. Push in the optic cable and make sure the catch (B) locks and refit the locking strip (A). 6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C). Page 4686 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. Page 4441 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 3368 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 777 Pedal Positioning Sensor: Diagrams Adjustable Pedals Position Sensor Page 8271 5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D). 5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 5.4. Fit the connecting rail and end face. 5.5. Plug in the connector (A) and secure the cables with cable ties (B). 6. Install the floor console over the handbrake. Do not press the console down into place, but instead allow it to fit loosely. 7. Install the switch: 7.1. Install the switch for the roof lighting (B) and plug in its connector. 7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the hole for each respective unit. Plug in the window lift module's connector and install the module (A). Page 5484 4. Slide the rotor all the way to the hub and hold it in place until you have placed one of the conical washers (with the tapered hole side facing out) and run the first lug nut up tight by hand so the rotor doesn't move when you release it. 5. Place the conical washers on the rest of the studs (with the tapered hole side facing out), start and snug the lug nuts by hand. 6. Using the one half inch drive impact wrench and a torque stick (J 39544) or equivalent, start with the lug nut opposite of the one you first tightened by hand and tighten the lug nuts using a star pattern until they touch the hub but do not completely torque. Then again, starting with the first lug nut you tightened by hand, tighten all the lug nuts in a star pattern to the specific vehicle torque specification. 7. DO NOT reinstall the caliper or the wheel at this time. On-Car Type Lathe 1. Leave the On-Car adapter on the wheel. 2. Proceed to Step 9. 9. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 6.35 mm (0.25 in) from the rotor's outer edge. The stylus should be perpendicular to the friction surface of the rotor. Important Make sure the dial indicator needle tip is screwed tight, a loose tip could cause false readings. 10. Measure for LRO. Follow the procedure below to determine if the LRO is within specification (0.050 mm (0.002 in) or LESS). 1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. 2. Rotate the rotor from the low point and locate the point with the highest dial indicator reading (rotor "high spot"). Note the amount and mark the location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. If the high point falls between two studs, mark both studs. In instances where the vehicle has "capped lug nuts" you should mark the hub. 11. If the Lateral Run Out (LRO) measurement is 0.050 mm (0.002 in) or LESS, no correction is necessary. Go to Step 15 if this is the first rotor completed. Go to Step 16 if this is the second rotor completed. If the LRO is GREATER than 0.050 mm (0.002 in), go to Step 12. 12. If the LRO measurement is greater than 0.050 mm (0.002 in), use the following procedure to correct for LRO: Important If the LRO measurement is over 0.279 mm (0.011 in), determine the source or cause of the LRO and correct it (i.e. verify drive axle nut torque specification, refinished rotor is source of LRO due to a lathe qualification issue - see "Brake Lathe Calibration Procedure"). Hubless Rotor 1. Remove the rotor and using the Brake Align(R) application chart (found in TSB 01-05-23-001B), choose the correct plate to bring the rotor LRO to 0.050 mm (0.002 in) or less. The plates come in 0.0762 mm (0.003 in), 0.1524 mm (0.006 in) and 0.2286 (0.009 in) compensation. For more information on proper plate selection, see the instruction video/DVD included in the "Brake Align(R)" kit or TSB 01-05-23-001B. 2. Align the V-notch of the selected Brake Align(R) correction plate to the marked wheel stud ("high spot") or between the two points marked (if the "high spot" is between two wheel studs). Important IF Brake Align(R) Correction Plates are not available for the vehicle being serviced, refer to SI Document - Brake Rotor Assembled Lateral Runout Correction for correcting LRO. Important Per Brake Align(R) manufacturer, NEVER attempt to stack two or more Correction Plates together on one hub. NEVER attempt to reuse a previously installed Correction Plate. 3. Reinstall the rotor using the same method and precautions as the first time - found in Step 8. Make sure to index the rotor correctly to the marks made in step 10, otherwise LRO will be comprised. Hubbed / Captured / Trapped Rotor 1. Measure the rotor thickness. 2. Refinish or replace the rotor (see Service Information for further details). Page 1881 Fuse Block - Rear C2 Part 2 Page 6271 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 3351 Page 3557 Body Control Module - C4 Part 5 Page 4724 10. Remove the oil level control valve. 11. Remove the oil filter and oil filter O-ring seal. The seal may stay in case when filter is removed. Important: Do not score or damage the transaxle case when removing the filter neck seal. 12. Using a chisel, indent the top of the filter neck seal to relax the press fit. 13. Remove the filter neck seal from the transaxle case and discard. 14. Remove all traces of the old gasket material. 15. Clean the transaxle case and oil pan gasket surfaces with solvent, and allow to air dry. Installation Procedure Notice: Use petroleum jelly when lubricating the components. Greases other than petroleum jelly will change the transaxle fluid characteristics and will cause undesirable shift conditions or filter clogging. Page 8401 For vehicles repaired under warranty use, the table. Disclaimer Page 6388 For vehicles repaired under warranty, use the table. Disclaimer Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 2863 Body Control Module: Symptom Related Diagnostic Procedures A Symptoms - Computer/Integrating Systems SYMPTOMS - COMPUTER/INTEGRATING SYSTEMS IMPORTANT: The following steps must be completed before using the symptom tables. 1. Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information before using the symptom tables in order to verify that all of the following are true: There are no DTCs set. - The control modules can communicate via the serial data links. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle 2. Review the system operation in order to familiarize yourself with the system functions. Refer to: - Data Link Communications Description and Operation - Body Control System Description and Operation - Retained Accessory Power (RAP) Description and Operation Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the systems. - Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions. Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: Scan Tool Does Not Power Up See: Computers and Control Systems/Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures - Scan Tool Does Not Communicate with Class 2 Device See: Computers and Control Systems/Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures - Scan Tool Does Not Communicate with High Speed GMLAN Device See: Computers and Control Systems/Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures/Scan Tool Does Not Communicate With High Speed GMLAN Device - Scan Tool Does Not Communicate with Low Speed GMLAN Device See: Computers and Control Systems/Information Bus/Testing and Inspection/Symptom Related Diagnostic Procedures/Scan Tool Does Not Communicate With Low Speed GMLAN Device - Retained Accessory Power (RAP) On After Time-out See: Diagnosis By Symptom Computer/Integrating Systems/Retained Accessory Power (RAP) On After Timeout - Retained Accessory Power (RAP) Inoperative See: Diagnosis By Symptom Computer/Integrating Systems/Retained Accessory Power (RAP) Inoperative Page 4720 For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 01-07-30-032E Date: 080929 A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction Page 2297 3. Install the overhead console bezel. 4. Install the overhead console. Page 2130 2. Place the AT in Park (P) or the MT in the lowest gear (1st). 3. Securely attach the vehicle being towed to the tow vehicle. Caution: Shifting the transfer case to Neutral can cause the vehicle to roll, even if the transmission is in park (automatic) or 1st gear (manual), and may cause personal injury. 4. If equipped, place the transfer case shift lever in Neutral (N). Note: Use extra care whenever towing another vehicle. Do not exceed the towing vehicle's gross combination weight (GCW) by adding the weight of the dinghy towed vehicle or vehicle damage may result. 5. When the vehicle being towed is firmly attached to the tow vehicle, release the parking brake. 6. The Owner's Manual specifies the appropriate ignition key position to ensure that the steering is unlocked to allow the front wheels to follow the tow vehicle. Rear Wheel Drive Light Duty Trucks Important: ^ Dust or dirt can enter the back of the transmission through the opening created by the removal of the slip yoke from the transmission if proper protection is not provided. ^ Verify that the transmission fluid is at the proper level before driving the truck. Rear wheel drive vehicles, equipped with AT or MT, should NOT be dinghy towed. These transmissions have no provisions for internal lubrication while being towed. In order to properly tow these vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when it is unavoidable that a rear wheel drive vehicle be dinghy towed, the propeller shaft to axle yoke orientation should be marked and the propeller shaft removed. Refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Transfer Case Identification Page 7320 Air Duct: Service and Repair Air Outlet Duct - Center Floor AIR OUTLET DUCT REPLACEMENT - CENTER FLOOR REMOVAL PROCEDURE 1. Remove the HVAC module assembly. 2. Remove the lower center floor air duct push-in fastener. 3. Remove the lower center floor air duct. 4. Remove the upper center floor air duct screws. 5. Remove the upper center floor air duct. INSTALLATION PROCEDURE 1. Install the upper center floor air duct. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the upper center floor air duct screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 3. Install the lower center floor air duct. 4. Install the lower center floor air duct push-in fastener. 5. Install the HVAC module assembly. Page 1062 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 5840 3. Tighten the transaxle range switch bolts. Tighten the range switch bolts to 20 Nm (15 ft. lbs.). 4. Install the transaxle range switch lever and nut. Tighten the transaxle range switch lever retaining nut to 35 Nm (26 ft. lbs.). Important: After adjusting the switch, verify the engine only starts in Park or Neutral. If the engine starts in any other position, adjust the switch. 5. Install the shift control cable to transaxle range switch lever and verify proper operation. Page 2254 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Page 571 5. Use a flat-bladed tool to disengage the 4 tabs that secure the electrical center to the battery tray. 6. Use a flat-bladed tool to remove the connector cover from the electrical center. 7. Loosen the 4 bolts across the top of the electrical center. Page 6769 9. Remove the L/H and R/H coil springs. 10. Remove and discard the torque prevailing nut. 11. Remove the tilt lever, thrust washer, bolt retainer, spacer, cam follower and the follower release. 12. Leave two tilt teeth and lever detent in assembled position. If the components are removed, follow the instructions for reassembly. Installation Procedure Important: You MUST properly install the teeth into the upper column bracket to prevent steering column movement in the event of a collision. Page 7347 Steering - Ball Stud to Knuckle Torque Spec. Revised Ball Joint: Technical Service Bulletins Steering - Ball Stud to Knuckle Torque Spec. Revised Bulletin No.: 04-03-08-009 Date: June 14, 2004 SERVICE MANUAL UPDATE Subject: Revised Ball Stud to Steering Knuckle Nut Tightening Specification Models: 2004 Chevrolet Malibu This information is being issued to revise the ball stud to steering knuckle nut tighting specification in the Front Suspension sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. First pass - 50 Nm (37 lb-ft.) Reverse nut 3/4 turn Second pass - 50 Nm (37 lb-ft.) + 40 degrees The following documents have been updated in SI: ^ Document ID # 1245622 - Fastener Tightening Specifications ^ Document ID # 1243022 - Lower Control Arm Replacement Disclaimer Page 7191 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 7295 Behind Instrument Panel Compartment Left Side of HVAC Case Page 2522 1. Install the spark plug wires to the spark plugs. Page 6113 C500 Body Harness To Left Front Door Harness Part 1 Page 8470 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness once more and secure with cable ties (H). 6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the ordinary securing points and by the speaker (I). 6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel housing, next to REC. The cable is secured in the existing clips. 6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement. 6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.24. Fold up the rear seat backrest. 6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.26. Fit the A-pillar's lower side piece. 7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring: Page 8010 Accessory Delay Module: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 2394 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Page 1405 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Locations Manifold Pressure/Vacuum Sensor: Locations Top Rear Of Engine Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 1 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 1 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 1 SENSOR 1 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 1 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust manifold. 1. Disconnect the heated oxygen sensor (HO2S) 1 electrical connector. 2. Use the J 39194-B to remove the HO2S 1. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 1 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before the reinstallation. 1. Coat the threads of the HO2S 1 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. Page 3443 Lower Left Front Of Engine Left Front Of Engine Locations Coolant Level Sensor: Locations Left Rear Of Engine Compartment Campaign - Deactivation Of Analog OnStar(R) Technical Service Bulletin # 08089C Date: 081118 Campaign - Deactivation Of Analog OnStar(R) # 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008) Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION Page 2851 Body Control Module - C3 Part 4 Page 8407 For vehicles repaired under warranty, use the table. Disclaimer 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304). 2. Install the transmission side cover. Page 4125 1. Install the ignition lock cylinder. 2. Install the knee bolster. Page 656 Body Control Module: Diagrams Body Control Module (BCM) C2 Body Control Module - C2 Part 1 Page 7412 7. Install the compressor clutch plate to the compressor. IMPORTANT: Make certain that the drive plate does not drag against the pulley when the pulley is rotated. 8. Measure the air gap between the pulley and the drive plate. Adjust the shims to achieve a 0.3-0.6 mm (0.012-0.024 in) air gap. IMPORTANT: Make certain that the new drive plate bolt has colored adhesive on at least 5 threads. 9. Install the clutch drive plate bolt. NOTE: Refer to Fastener Notice in Service Precautions. 10. Tighten the compressor clutch drive plate bolt. Use the J 37872 to hold the compressor clutch plate from turning. Tighten Tighten the bolt to 12 N.m (106 lb in). 11. Install the compressor to the engine. 12. Install the compressor mounting bolts. Page 4091 Lower Rear Of The Engine Page 3378 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 6592 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Page 2369 Intake Manifold: Specifications Intake Manifold Coolant Pipe Bolt ....................................................................................................................................................... 10 Nm (89 inch lbs.) Lower Intake Manifold Bolt-Center First Pass ............................................................................................................................................. ................................................ 7 Nm (62 inch lbs.) Final Pass ............................................................ ............................................................................................................................ 13 Nm (115 inch lbs.) Lower Intake Manifold Bolt - Corner First Pass ............................................................................................................................................. ............................................ 13 Nm (115 inch lbs.) Final Pass ............................................................ .................................................................................................................................. 25 Nm (18 ft. lbs.) Upper Intake Manifold Bolt/Stud ............................................................................................................................................................. 25 Nm (18 ft. lbs.) Page 6848 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 6359 10. Install the other end of the ground strap to the coil as shown and secure using a new bolt, P/N 11588715. 11. Install the other three ignition coil bolts. Tighten Tighten the bolts to 10 Nm (89 lb in). 12. Connect the right side spark plug wires to the ignition coil. 13. Connect the left side spark plug wires to the ignition coil. 14. Connect the ignition coil electrical connector. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 153 The control module ID number list above provides a method for determining which module is not communicating. A module with a class 2 serial data circuit malfunction or which loses power during the current ignition cycle will have a Loss of Communication DTC set by other modules that depend on information from that failed module. The modules that can communicate will set a DTC indicating the module that cannot communicate. Diagnostic Order When more than one Loss of Communication DTC is set in either one module or in several modules, diagnose the DTCs in the following order: 1. Current DTCs before history DTCs unless told otherwise in the diagnostic table. 2. The DTC which is reported the most times. 3. From the lowest number DTC to the highest number DTC. Conditions for Running the DTC The following DTCs do not have a current status: ^ B1327 ^ B1328 ^ U1300 ^ U1301 ^ U1305 AND ^ The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A node alive message has not been received from a module with a learned identification number within the last 5 seconds. Action Taken When the DTC Sets Page 5543 Brake Caliper: Service and Repair Brake Caliper Overhaul Front Brake Caliper Overhaul - Front Disassembly Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. 1. Remove the brake caliper from the vehicle. Caution: Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when applying compressed air. The piston(s) can fly out with force and could result in serious bodily injury. Notice: Use clean cloths to pad interior of caliper housing during piston removal. Use just enough air to ease the pistons out of the bores. If the pistons are blown out, even with the padding provided, it may be damaged. 2. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air into the caliper bore through the fluid inlet hole. 3. Remove the retaining ring that secures the dust boot to the caliper housing. Front Wheel Hub: Service and Repair Front Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Removal Removal Procedure 1. Raise the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft nut. 4. Remove the brake rotor. 5. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 6. Remove the wheel speed sensor connector from the bracket by depressing the locking tabs, if equipped with ABS. Notice: Avoid tool contact to the outer constant velocity boot seal when removing the wheel bearing mounting bolts. Failure to observe this notice may result in damage to the CV boot. 7. Remove the 3 hub and bearing assembly bolts. 8. Install the J 42129 to the hub and bearing assembly in order to remove the hub and bearing assembly from the wheel drive shaft. Page 2839 Body Control Module - C1 Part 4 Page 3828 Disclaimer Page 7720 Instrument Panel Page 5378 Page 2444 Engine Oil Pressure (EOP) Switch Page 8297 10. Disconnect and remove the OnStar(R) jumper harness. Note: You will need to remove the short GPS cable from this jumper harness. 11. Untape the cell antenna coax from the body harness in the trunk. This will be necessary to provide adequate length to connect to the new VCIM. 12. Fasten three retainer clips (1) from the kit to the new bracket that is included in the kit, and position the VCIM to the bracket (2). 13. Install the three bolts from the kit. Tighten the bolts to 10 Nm (89 lb in). 14. Connect the new OnStar(R) jumper harness supplied in the kit to the VCIM (two white connectors on module). 15. Connect small GPS coax cable jumper harness supplied in the kit (end with blue plastic housing) to VCIM GPS connector. 16. Position the VCIM / bracket assembly to the studs. 17. Install the bracket nuts saved from the Removal Procedure above to the VCIM / bracket assembly mounting studs. Tighten the nuts to 4 Nm (35 lb in). 18. Connect the new OnStar(R) jumper harness to the body wiring harness (C410 connector). 19. Connect small coax cable jumper from VCIM to the OnStar(R) Global Positioning Satellite (GPS) antenna coaxial cable at the connector previously left in the vehicle (short jumper removed from old harness in step 5.10). 20. Connect the cellular coaxial cable previously left in vehicle to the OnStar(R) VCIM. 21. Verify that all harnesses are properly secured in vehicle. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. 1. Connect the Tech2(R) to the vehicle. Page 2540 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Page 2340 5. Insert a flat bladed tool into the oil filter bypass hole and remove the bypass valve. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the oil filter bypass valve (1) to the proper depth. 2. Install the oil filter bypass hole plug. ^ Tighten the plug to 19 Nm (14 ft. lbs.). 3. install the oil filter and gasket. ^ Tighten to 25 Nm (18 ft. lbs.). Page 3796 Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains two individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The PCM provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors provide the PCM with signal voltage proportional to the pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied. Page 1237 Lower Left Front Of Engine A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Clutch: All Technical Service Bulletins A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 3196 Body Control Module (BCM) C2 Part 2 Page 2864 Steps 1-6 Steering/Suspension - Trim Height/Alignment Spec. Change Alignment: All Technical Service Bulletins Steering/Suspension - Trim Height/Alignment Spec. Change Bulletin No.: 05-03-07-005 Date: April 13, 2005 SERVICE MANUAL UPDATE Subject: Revised Trim Height Specifications and Wheel Alignment Specifications Models: 2004-2005 Chevrolet Malibu Page 1105 Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains two individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The PCM provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors provide the PCM with signal voltage proportional to the pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied. Page 3229 Body Control Module - C4 Part 4 Page 4794 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 641 Body Control Module (BCM) C3 Part 1 Page 5729 7. Tape the positive cable and the ground strap to the negative cable. 8. Install the bolt to retain the ground cable to the core support. 9. Connect the negative ground cable. Fuse Block - Rear Label Relay Box: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Page 3853 ^ On 2004 Chevrolet Malibu, DTC P0442 or P0455 may be set by either a cracked EVAP canister or a fuel gauge that does not measure fuel level accurately. For EVAP canister concerns, refer to bulletin 05-06-04-004A. For fuel gauge concerns, refer to bulletin 04-08-49-025. ^ If the fuel cap can not be tightened or removed, proceed to the section below titled, Replacing Broken Fuel Cap. ^ If DTC P0442 - Evaporative Emission (EVAP) System Small Leak Detected is stored in the Engine Control Module (ECM), proceed to section titled DTC P0442. ^ If DTC P0455 - Evaporative Emission (EVAP) System Large Leak Detected is stored in the ECM, proceed to section titled DTC P0455. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ Some vehicles may intermittently set a DTC of P0442 or P0455, leak in the evaporative emissions system. In addition to checking the system and performing the diagnostics as described in the Service Information for this DTC, the technician should be aware that some of the fuel caps used on GM vehicles may not seal adequately to the filler neck if pushed down when being tightened. This may occur more often when this cap is used on a vehicle with a steel fuel filler neck. The owner should be instructed not to apply a downward force to the fuel cap when tightening. Replacing Broken Fuel Cap 1. Remove the fuel cap tether from the fuel filler pocket or fuel filler door. 2. Remove the fuel cap from the fuel filler. 3. If the fuel cap can not be removed, remove the filler cap ratcheting cover by releasing the four (4) tabs holding the cap cover to the lugged sealing base. Page 5295 All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure The following procedure provides instructions for retrieving specific diagnostic trouble codes (DTCs) and reprogramming the ABS module with new software. If specific ABS DTCs are found, one or both rear wheel bearing assemblies will need to be replaced. Important: In order to perform the following procedure, your Tech 2 must be updated with software version 24.001 or later, CD or TIS application 4.0. If your Tech 2 does not have the necessary software, you will need to update it before proceeding. 1. Turn the ignition switch to the ON position. Important: In order to perform the following procedure, the diagnostic interface module (CANdi) must be connected between the Tech 2 and the vehicle. Failure to use the CANdi module will result in failure of the Tech 2 to communicate with the necessary module on the vehicle. 2. Connect a Tech 2 (scan tool) and the CANdi module to the vehicle's diagnostic link connector (DLC), power it up and press ENTER. Important: Before reprogramming the ABS module, you must retrieve and record the occurrence of ABS DTC C0045 and/or C0050 AND the 2-character symptom byte that follows the DTC. Codes will automatically be erased during the reprogramming. 3. Select DIAGNOSTICS and retrieve any current or stored ABS DTC C0045 and/or C0050 AND the 2-character symptom byte following the DTC. Record these DTC and symptom bytes on the vehicle repair order. If ABS CTS C0045 is found, the LEFT REAR wheel bearing assembly must be replaced. If ABS DTC C0050 is found, the RIGHT REAR wheel bearing must be replaced. Proceed to the next step and perform the Service Programming. Afier programming is complete, proceed to the section titled, "Rear Wheel Bearing Replacement." Important: During the service reprogramming in the next step, DTC U2127 may be set in the body control module (BCM) and P1626 in the powertrain control module (PCM). These codes must be cleared immediately following the reprogramming. In addition, the IBCM 1(30 amp) fuse located in the underhood electrical center must be removed for 10 seconds and then reinstalled. Failure to remove and reinstall this fuse will result in the HVAC system not functioning. 4. Select SERVICE REPROGRAMMING. 5. Follow the on-screen instructions and prompts. If necessary, refer to up-to-date Techline Equipment Users Instructions. 6. Clear any DTCs set during the reprogramming. 7. Press the EXIT key as necessary and disconnect the Tech 2 and CANdi module from the vehicle. 8. Open the hood. 9. Remove the battery cover and fuse cover. Page 6328 Fuse Block - Underhood C2 Part 2 Instruments - DIC Perceived Fuel Economy Settings Driver/Vehicle Information Display: All Technical Service Bulletins Instruments - DIC Perceived Fuel Economy Settings Bulletin No.: 03-00-89-021 Date: July 30, 2003 INFORMATION Subject: New Vehicle Pre-Delivery Inspection - Perceived Fuel Economy and Driver Information Center (DIC) Settings Models: 2003-2004 Passenger Cars and Trucks 2003-2004 HUMMER H2 with Driver Information Center (DIC) The customer's initial perception of vehicle fuel economy, based upon the information displayed on the Driver Information Center (DIC), may contribute to poor ratings for fuel economy in various automotive surveys. The way the vehicle is handled during the build and shipping process may leave inaccurate values in the history of the DIC. During the pre-delivery inspection, the dealership must reset the "average fuel economy" setting. Reset the average fuel economy setting according to the information in the appropriate Owner's Manual. Once reset, the average fuel economy will then be calculated starting from that point. The data used to determine fuel range is an average of recent driving conditions. This setting cannot be reset. However, as the customer's driving conditions change, the data will be gradually updated to reflect more accurate readings. If a customer inquires about fuel economy, and the fuel consumption information is not on the price sticker, do not exaggerate the vehicle's capabilities. In either case, stress that fuel economy performance is highly dependent upon driving habits and vehicle usage. Disclaimer Page 5896 Lower Left Front Of Engine Engine - Drive Belt Misalignment Diagnostics Drive Belt: All Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. A/C - Musty Odors Emitted From (HVAC) System Evaporator Core: All Technical Service Bulletins A/C - Musty Odors Emitted From (HVAC) System TECHNICAL Bulletin No.: 99-01-39-004C Date: June 12, 2009 Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating) Models: 1993-2010 GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 All Equipped with Air Conditioning Supercede: This bulletin is being revised to add the 2009 and 2010 model years. Please discard Corporate Bulletin Number 99-01-39-004B (Section 01 - HVAC). Condition Some customers may comment about musty odors emitted from the Heating, Ventilation and Air Conditioning (HVAC) system at vehicle start-up in hot, humid conditions. Cause This condition may be caused by condensate build-up on the evaporator core, which does not evaporate by itself in high humidity conditions. The odor may be the result of microbial growth on the evaporator core. When the blower motor fan is turned on, the microbial growth may release an unpleasant musty odor into the passenger compartment. There are several other possible sources of a musty odor in a vehicle. A common source is a water leak into the interior of the vehicle or foreign material in the HVAC air distribution system. Follow the procedures in SI for identifying and correcting water leaks and air inlet inspection. The procedure contained in this bulletin is only applicable if the odor source has been determined to be microbial growth on the evaporator core inside the HVAC module. Correction Many vehicles currently incorporate an afterblow function within the HVAC control module software. The afterblow feature, when enabled, employs the HVAC blower fan to dry the evaporator after vehicle shut down and this function will inhibit microbial growth. Technicians are to confirm that the customer concern is evaporator core odor and that the vehicle has the imbedded afterblow feature, as defined in the SI document for that specific vehicle model, model year and specific HVAC option. Refer to SI for enabling the afterblow function. Vehicles being delivered in areas prone to high humidity conditions may benefit from having the afterblow enabled calibration installed prior to any customer comment. Important If the vehicle is not factory equipped with the imbedded afterblow enable feature, it may be added with the Electronic Evaporator Dryer Module Kit (P/N 12497910 or AC Delco 15-5876). Important When installing the Electronic Evaporator Dryer Module, you MUST use the included electrical splice connectors to ensure a proper splice. Complete detailed installation instructions and self testing procedures are supplied with the kit. If necessary, the Electronic Evaporator Dryer Module may be installed underhood if it is protected from extreme heat and water splash areas. To immediately remove the evaporator core odor on all suspect vehicles, it is necessary to eliminate the microbial growth and prevent its re-occurrence. To accomplish this, perform the following procedure: Vehicle and Applicator Tool Preparation 1. The evaporator core must be dry. This may be accomplished by disabling the compressor and running the blower fan on the recirc heat setting for an extended period of time. Note Compressor engagement will cause the evaporator core to remain wet and will prevent full adherence of the Coiling Coil Coating to the evaporator core surfaces. 2. Verify that the air conditioning drain hose is not clogged and place a drain pan beneath the vehicle. Page 5336 Trunk / Liftgate Switch: Service and Repair LATCH SWITCH REPLACEMENT - LIFTGATE REMOVAL PROCEDURE 1. Remove the liftgate applique. 2. Depress the locking tabs on the switch. Remove the switch. INSTALLATION PROCEDURE 1. Push the switch into place until the locking tabs engage the applique. 2. Install the liftgate applique. Page 8230 these systems will then completely power OFF. OnStar(R) Module Expected Current Draw The expected current draw of the OnStar(R) module in various ignition modes are as follows: ^ Ignition ON ‐ 240 to 400 mA ^ Ignition OFF ‐ 3 to 20 mA for 48 hours ^ Ignition OFF ‐ 0.2 to 0.8 mA after 48 hours (120 hours on specified vehicle communication platforms (VCPs)). Note During extended voltage testing for battery parasitic draw, it is possible to observe a voltage spike caused by the following: ^ A cellular registration call that was triggered by the local cellular system. ^ The OnStar(R) system has set a monthly trigger for a vehicle data upload call for the OnStar(R) Vehicle Diagnostic E‐mail upload. OnStar(R) System States of Readiness The OnStar(R) system will use the following 4 states of readiness, depending upon the type of cellular market the vehicle is in when the ignition is turned OFF. ^ High power ^ Low power ^ Sleep ^ Digital standby The high power state is in effect whenever the ignition is in the ON or RUN position, retained accessory power (RAP) is enabled, and/or the OnStar(R) system is sending or receiving calls or when the system is performing a remote function. The low power state is in effect when the OnStar(R) system is idle with the ignition in the ON or RUN position, or with RAP enabled. The sleep state is entered after the vehicle has been shut OFF and the RAP has timed out. At a predetermined time recorded within the VCIM, the system re-enters the low power state to listen for a call from the OnStar(R) Call Center for 1 minute. After this interval, the system will again return to the sleep state for 9 minutes. If a call is sent during the 1 minute interval, the OnStar(R) system will receive the call and immediately go into the high power mode to perform any requested functions. If a call is not received during the 1 minute interval, the system will go back into the sleep mode for another 9 minutes. This process will continue for up to 48 hours, after which the OnStar(R) system will turn OFF until the ignition is turned to the ON or RUN position. The digital standby power state is entered after the vehicle has been shut off and the RAP has timed out while in a digital cellular area. When in digital standby mode, the OnStar(R) module is able to perform all remote functions as commanded by an OnStar(R) advisor at any time, for a continuous 48 hours. After 48 hours, the OnStar(R) module will go into sleep mode until a wake up signal from the vehicle is seen by the CIM. If the OnStar module loses the digital cellular signal it will revert to analog mode and follow the standard sleep state (9 minutes OFF, 1 minute standby) based on the time of the GPS signals, this will continue until a digital cellular signal is again received. If the OnStar(R) system loses battery power while the system is in a standby or sleep mode, the system will remain OFF until battery power is restored and the ignition is turned to the ON or RUN position. Deactivated OnStar(R) Accounts In the event that a customer has not upgraded their vehicle to a digital system, the account has been deactivated. The customers have been previously notified of the steps required to upgrade their vehicles. After the OnStar(R) account has been deactivated, customers will experience the following: ^ The OnStar(R) status LED will not illuminate ^ The OnStar(R) system will NOT attempt to connect to the OnStar(R) Call Center in the event of a collision or if the vehicle's front air bags deploy for any other reason. ^ An emergency button press will result in a demo message being played, indicating the service has been deactivated and needs to be upgraded. Page 7661 Refrigerant Pressure Sensor / Switch: Service and Repair AIR CONDITIONING (A/C) REFRIGERANT PRESSURE SENSOR REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE IMPORTANT: Refrigerant recovery is not required. 1. Remove the refrigerant pressure sensor wire harness connector. 2. Remove the refrigerant pressure sensor. 3. Remove and discard the O-ring. INSTALLATION PROCEDURE 1. Install a new O-ring. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the refrigerant pressure sensor. Tighten Tighten to 5 N.m (44 lb in). 3. Install the refrigerant pressure sensor wire harness connector. 4. Leak test the fittings using the J 39400-A. Page 6430 C108 Engine Harness To Body Harness Page 4158 Interior - Rattle/Buzz From Instrument Panel Heater Hose: Customer Interest Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Page 3271 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector. 3. Remove the CKP sensor bolt. 4. Remove the CKP sensor. 5. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace the O-ring if necessary. 2. Install the CKP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the CKP sensor electrical connector. 5. Lower the vehicle. 6. Perform the CKP system variation learn procedure. See: Testing and Inspection/Programming and Relearning Page 92 Important: Secure the wiring harness so that there is no risk of chafing and rattling. 9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 10. Install the ground cable to the battery's negative terminal. 11. Clear the diagnostic trouble codes. 12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical description. 2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV 2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV Notice: Handle the fiber optic cables with care or the signal may be distorted. ^ It is very important that the two leads in the connector are not confused with one another. ^ Do not splice the cables. ^ Do not bend the cable in a radius smaller than 25 mm (1 in). ^ Do not expose the cable to temperatures exceeding 185°F (85°C). ^ Keep the cable ends free from dirt and grime. ^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby reducing the intensity of the light and causing possible communication interruptions. ^ The cable should not lie against any sharp edges as this may cause increased signal attenuation. 1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove. 2. Remove the ground cable from the battery's negative terminal. 3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: Page 2539 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). Page 3296 Powertrain Control Module (PCM) C2 Part 2 Page 1037 Page 1366 Right Front Door Page 6718 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. SIR Disabling and Enabling Zone 5 SIR DISABLING AND ENABLING ZONE 5 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center, then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. 6. Remove the right/passenger outer trim cover from the I/P (3). 7. Remove the connector position assurance (CPA) from the I/P module connector (2). 8. Disconnect the I/P module connector (1) from the vehicle harness connector (2). ENABLING PROCEDURE Page 4400 1. Install the servo cushion springs and the servo piston onto the servo pin. 2. Install the snap ring onto the servo pin in order to retain the springs and piston. 3. Install the new seals onto the servo piston and the servo cover. 4. Install the servo piston assembly into the servo cover. Lubricate the piston seals with transaxle fluid in order to aid in assembly. Installation Procedure 1. Install the servo return spring into the transaxle case. 2. Install the servo return spring into the transaxle case. Notice: Refer to Fastener Notice in Service Precautions. Important: Hand start and tighten servo cover bolts evenly to prevent damage to servo cover bore. 3. Hand start and install the servo cover bolts. Tighten the servo cover bolts to 12 Nm (9 ft. lbs.). Page 5232 Page 8466 Important: Secure the wiring harness so that there is no risk of chafing and rattling. 9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 10. Install the ground cable to the battery's negative terminal. 11. Clear the diagnostic trouble codes. 12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical description. 2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV 2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV Notice: Handle the fiber optic cables with care or the signal may be distorted. ^ It is very important that the two leads in the connector are not confused with one another. ^ Do not splice the cables. ^ Do not bend the cable in a radius smaller than 25 mm (1 in). ^ Do not expose the cable to temperatures exceeding 185°F (85°C). ^ Keep the cable ends free from dirt and grime. ^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby reducing the intensity of the light and causing possible communication interruptions. ^ The cable should not lie against any sharp edges as this may cause increased signal attenuation. 1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove. 2. Remove the ground cable from the battery's negative terminal. 3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: Page 2455 Timing Chain: Service and Repair Timing Chain and Sprockets Replacement Removal Procedure 1. Remove the engine front cover. 2. Rotate the crankshaft until the timing marks in the following locations are aligned: ^ The camshaft alignment pin (4). ^ The timing chain dampener (1) to the crankshaft sprocket (2). 3. Remove the camshaft sprocket bolt. 4. Remove the camshaft sprocket with the timing chain. Locations Page 6556 Some customers may comment on one of the effects and/or driver notifications shown. Not all of the effects or driver notifications listed above have been experienced. However, the different effects and driver notifications may be caused by one of the wires in the body harness being chafed or cut. Components on different lines in the list above are in different circuits. Due to the cause of the condition, and the positions of the wires in the body harness, it is unlikely that more than one circuit will be affected by the condition. Cause The condition may be caused by one of the wires in the body harness being chafed or cut on a sheet metal edge in the trunk just forward of the rear fuse block. Correction Repair the affected wire. Inspect other wires in the bundle for chafes and repair if needed. Refer to Wire Repair in the Wiring System sub-section of the Service Manual. Cover the sheet metal edges adjacent to the wires with conduit, a split piece of vacuum hose, tape or other suitable material to prevent the wiring from chaffing through again. Warranty Information Page 4756 Compressor Hose Assembly Replacement Hose/Line HVAC: Service and Repair Compressor Hose Assembly Replacement COMPRESSOR HOSE ASSEMBLY REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Insert 2 small screwdrivers into the 2 slots of the compressor hose and suction line connector and release locking tabs. 3. Remove the compressor hose and suction line connector. 4. Remove the compressor hose from the suction line. 5. Remove and discard the O-rings. 6. Remove the compressor hose bracket bolt. 7. Remove the air cleaner intake duct from the air cleaner assembly. 8. Raise the vehicle. Refer to Vehicle Lifting. 9. Remove the right front fender liner. 10. Remove the right radiator air deflector retainers. 11. Remove the right radiator air deflector. 12. Remove the liquid line and compressor hose bolt from the condenser. Page 3247 Steps 13-14 The numbers below refer to the step numbers on the diagnostic table. 6. This step tests for battery voltage on the incorrect signal circuits. 7. This step tests for no battery voltage on the required signal circuits. 8. If any ignition switch parameters that should be inactive in the present ignition switch position are active, 2 ignition switch signal circuits may be shorted together. 9. This step eliminates open circuits as the cause of the malfunction. Page 3356 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 6224 For vehicles repaired under warranty, use the table. Disclaimer Page 5600 Brake Master Cylinder: Service and Repair Master Cylinder Replacement Master Cylinder Replacement Caution: Refer to in Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Removal Procedure 1. Deplete the vacuum from the vacuum brake booster by removing the vacuum check valve (1) from the vacuum brake booster grommet (4). Do not disconnect the vacuum check valve (1) from the vacuum brake hose (3). 2. Disconnect the electrical connector from the brake fluid level sensor. 3. Disconnect the brake pipes from the master cylinder. Page 8361 ^ I/O check Any faults detected during the initialization self-test shall generate a DTC. All nodes also continuously perform a self-test while in an active state. DTCs and their associated telltales will set as a result of unprogrammed or unlearned information. DTCs, which are defined for system configuration (e.g. Vehicle Option Content not programmed) do not support the history status bit (set =0). Warning indicator bit is also set, when applicable, while this DTC is present. Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. The DTCs cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U1300, U1301, or U1305 Circuit Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the Class 2 serial data circuit about once every 2 seconds. When the module detects one of the following conditions on the Class 2 serial data circuit for approximately 3 seconds, the setting of all other Class 2 serial communication DTCs is inhibited and a DTC will set. Conditions for Running the DTCs Voltage supplied to the module is in the normal operating voltage range. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTCs No valid messages are detected on the Class 2 serial data circuit. The voltage level detected on the Class 2 serial data circuit is in one of the following conditions: Specifications Wheel Hub: Specifications TORQUE SPECIFICATIONS Front Wheel Drive Shaft Nut ................................................................................................................ ................................................ 215 Nm (159 ft. lbs.) Fuel Tank Pressure Sensor Replacement (Malibu Sedan) Fuel Tank Pressure Sensor: Service and Repair Fuel Tank Pressure Sensor Replacement (Malibu Sedan) FUEL TANK PRESSURE SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Relieve the system fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Drain fuel tank. Refer to Fuel Tank Draining Procedure. 4. Remove the fuel tank. 5. Remove the electrical connector from the fuel tank pressure sensor. 6. Remove the fuel tank pressure sensor (1) from modular fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor (1) to modular fuel sender. 2. Install the electrical connector to fuel tank pressure sensor. 3. Install the fuel tank. 4. Refill tank. 5. Install the negative battery cable. Page 7140 Tires: Service and Repair Tire Mounting and Dismounting Tire Mounting and Dismounting Notice: Use a tire changing machine in order to dismount tires. Do not use hand tools or tire irons alone in order to remove the tire from the wheel. Damage to the tire beads or the wheel rim could result. Notice: Do not scratch or damage the clear coating on aluminum wheels with the tire changing equipment. Scratching the clear coating could cause the aluminum wheel to corrode and the clear coating to peel from the wheel. Notice: Damage to either the tire bead or the wheel mounting holes can result from the use of improper wheel attachment or tire mounting procedures. It takes up to 70 seconds for all of the air to completely exhaust from a large tire. Failure to follow the proper procedures could cause the tire changer to put enough force on the tire to bend the wheel at the mounting surface. Such damage may result in vibration and/or shimmy, and under severe usage lead to wheel cracking. 1. Deflate the tire completely. Important: Rim-clamp European-type tire changers are recommended. 2. Use the tire changer in order to remove the tire from the wheel. 3. Use a wire brush or coarse steel wool in order to remove any rubber, light rust or corrosion from the wheel bead seats. Notice: When mounting the tires, use an approved tire mounting lubricant. DO NOT use silicon or corrosive base compounds to lubricate the tire bead and the wheel rim. A silicon base compound can cause the tire to slip on the rim. A corrosive type compound can cause tire or rim deterioration. 4. Apply an approved Lubricant to the tire bead and the wheel rim. 5. Use the tire changer in order to install the tire to the wheel. Caution: To avoid serious personal injury, do not stand over tire when inflating. The bead may break when the bead snaps over the safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat the beads, deflate, relubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. 6. Inflate the tire to the proper air pressure. 7. Ensure that the locating rings are visible on both sides of the tire in order to verify that the tire bead is fully seated on the wheel. Page 3653 Fuel Level Sensor: Service and Repair Fuel Level Sensor Replacement (Malibu Sedan) FUEL LEVEL SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Page 1467 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Page 4715 The first phase also machined a case chamfer leading into the pump bore (2). The chamfer is designed to help eliminate possible 0-ring seal damage during pump installation. Phase two modified the case casting and the chamfer into the pump bore. The casting change left additional material in the surrounding pump bore to allow deeper bore machining in order to create the necessary sealing surface for a new pump seal design. The leading surface into the pump bore was also machined with a modified chamfer (1). Page 532 HVAC Control Module - Part 2 Page 2376 12. Connect the thermostat bypass hose to the thermostat bypass pipe and lower intake manifold pipe. 13. Connect the radiator inlet hose to the engine. 14. Connect the heater inlet pipe and heater hose to the lower intake manifold. 15. Install the power steering pump to the front engine cover. 16. Install the fuel injector rail. 17. Connect the fuel feed pipe to the fuel injector rail. Page 3263 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. 2. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 3. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. 1. Coat the threads with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Fill the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. Page 2997 Center Rear Of Engine Page 1318 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 7143 Tires: Service and Repair Tire and Wheel Rotation and Inspection TIRE ROTATION Rotate the tires and wheels at frequent intervals to equalize wear. In addition to scheduled rotation, rotate the tire and wheel whenever uneven tire wear is noticed Radial tires tend to wear faster in the shoulder area, particularly in front positions. Radial tires in non-drive locations may develop an irregular wear pattern that may increase tire noise. This makes regular rotation especially necessary. Always use a 4-wheel rotation. After rotation, check the wheel nuts for specified torque. Then, set the tire pressure. Page 8004 Page 2281 Drive Belt: Testing and Inspection Drive Belt Falls Off Drive Belt Falls Off Diagnosis Test 1-12 Diagnostic Aids ^ If the drive belts repeatedly falls off the drive belt pulleys, this is because of pulley misalignment. ^ An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly. ^ If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage to the belt may have occurred when it came off of the pulleys. The drive belt may have been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears. sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across 2 or 3 pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off. 7. inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Page 806 Pedal Positioning Sensor: Diagrams Adjustable Pedals Position Sensor Page 1041 Locations Page 7554 Heater Hose: Service and Repair Heater Hose - Outlet HEATER HOSE REPLACEMENT - OUTLET TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the coolant. Refer to Draining and Filling Cooling System. 2. Remove the surge tank from the surge tank bracket. 3. Reposition the heater outlet hose clamp at the heater core using the J 38185. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Remove the heater outlet hose from the heater core. 6. Remove the heater outlet hose from the engine. 7. Remove both heater outlet hose clamps from the heater outlet hose. INSTALLATION PROCEDURE 1. Install both heater outlet hose clamps to the heater outlet hose. 2. Install the heater outlet hose to the engine. 3. Install the heater outlet hose to the heater core. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Reposition the heater outlet hose clamp at the heater core using the J 38185. 6. Install the surge tank to the surge tank bracket. 7. Fill the coolant. Refer to Draining and Filling Cooling System. Page 563 Application Table Part 2 Page 6270 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. OnStar(R) - Cellular Antenna Replacement Parts Global Positioning System Antenna: Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Page 6102 C300 Body Harness To Drivers Seat Harness Part 2 Page 7586 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Page 2500 Disclaimer Page 4630 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transaxle case side cover. 2. Remove the TFP switch assembly bolts. 3. Remove the TFP switch assembly from the control valve body assembly. The TFP switch O-rings are reusable if not damaged and should remain with the switch assembly. Installation Procedure 1. Inspect the TFP switch assembly in order to verify the condition and correct location of the pressure switch O-rings. If necessary, replace the O-rings. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the TFP switch assembly onto the control valve body assembly and install the bolts. Tighten the control valve body bolts to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Start the engine, warm up the transaxle and check for leaks. 5. Inspect for proper fluid level. Page 6453 C403 Body Harness To Rear Wheel Speed Sensor Harness Page 4214 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 5923 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Interior - Rattle/Buzz From Instrument Panel Heater Hose: All Technical Service Bulletins Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Air Temp Sensor - Lower Air Temp Sensor - Lower Page 1612 Disclaimer Page 2519 - Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). - Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to Ignition System Specifications. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Refer to Ignition System Specifications. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. A rattling sound indicates internal damage. - A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4) If equipped. - Inspect for excessive fouling. - Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION - Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. - Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures Leaking fuel injectors - Excessive fuel pressure - Restricted air filter element - Incorrect combustion Page 5884 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 5446 4. Remove the piston dust boot seal (2) from the seal counterbore in the caliper (5). Discard the boot seal. 5. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard the piston seal. 6. Remove the bleeder valve cap (6). 7. Remove the bleeder valve (7). Important: Do not use abrasives to clean the brake caliper piston. 8. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 10. Clean the brake caliper piston bore and seal counterbore, and the caliper piston with denatured alcohol, or equivalent. 11. Dry the caliper piston bore and counterbore, and the piston with non-lubricated, filtered, compressed air. 12. Inspect the caliper piston for cracks, scoring, and/or damage to the plating. Replace the caliper piston if any of these conditions exist. 13. Inspect the caliper mounting holes for cracks, scoring, pitting, rust and/or excessive corrosion. Replace the caliper assembly if any of these conditions exist. Assembly Procedure 1. Lubricate the new piston seal (4) with Delco Supreme 11 GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 2. Install the lubricated, new piston seal (4) into the caliper bore. 3. Apply a thin coat of Delco Supreme 11 GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean. sealed brake fluid container onto the outer surface area of the caliper piston (3). Page 1075 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 5775 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 7409 9. Remove the compressor clutch plate from the compressor. 10. Remove the compressor pulley snap ring using the J 6083. 11. Remove the compressor pulley from the compressor. Page 271 The control module ID number list above provides a method for determining which module is not communicating. A module with a class 2 serial data circuit malfunction or which loses power during the current ignition cycle will have a Loss of Communication DTC set by other modules that depend on information from that failed module. The modules that can communicate will set a DTC indicating the module that cannot communicate. Diagnostic Order When more than one Loss of Communication DTC is set in either one module or in several modules, diagnose the DTCs in the following order: 1. Current DTCs before history DTCs unless told otherwise in the diagnostic table. 2. The DTC which is reported the most times. 3. From the lowest number DTC to the highest number DTC. Conditions for Running the DTC The following DTCs do not have a current status: ^ B1327 ^ B1328 ^ U1300 ^ U1301 ^ U1305 AND ^ The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A node alive message has not been received from a module with a learned identification number within the last 5 seconds. Action Taken When the DTC Sets Page 1774 Fluid - A/T: Technical Service Bulletins A/T - 4T45-E Fluid Checking Precaution Bulletin No.: 04-07-30-019 Date: April 08, 2004 INFORMATION Subject: Removal of Transmission Fluid Fill/Vent Cap During Transmission Fluid Checking Procedure Models: 2004 Chevrolet Malibu ONLY with 4T45-E Automatic Transaxle (RPO MN5) Note: The fluid vent cap must be removed before checking the fluid level, in order to ensure the proper level. Improper fluid level may damage the transmission. This bulletin is being issued to inform technicians that the transmission fluid fill/vent cap installed on the 4T45-E automatic transmission for the 2004 Chevrolet Malibu (new body style ONLY) MUST be removed any time the transmission fluid is checked. If the fluid fill/vent cap is not removed, an inaccurate fluid level reading will result which may lead to fluid overfill and unit damage. Disclaimer Page 5535 Disclaimer Page 3571 Steps 4-5 Page 4665 3. Install one new snap ring on the output shaft. 4. install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the output axle shaft sleeve for leaks. 7. Inspect the oil level. Coaxial Cable Replacement - Digital Radio Antenna Cable: Service and Repair Coaxial Cable Replacement - Digital Radio COAXIAL CABLE REPLACEMENT - DIGITAL RADIO REMOVAL PROCEDURE 1. Remove the headliner. 2. Remove the rear window shelf panel. 3. Remove the coaxial cable from the front roof bow. 4. Remove the coaxial cable from the inner body side. INSTALLATION PROCEDURE Page 5148 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 6888 Second Design - Black Painted (DO NOT Lube) Hydraulic Assist Power Steering First Design - Bare Steel Tube (Lube OK) Second Design - Black Painted (DO NOT Lube) In the unlikely event that the source of the noise is identified as a second design shaft with black painted tube, it must be replaced. Correction 1 (Only for First Design - DO NOT USE FOR 2ND DESIGN) Lubricate the intermediate shaft with steering column shaft lubrication kit, P/N 26098237. 1. From inside the vehicle, remove the instrument panel insulator panel - left side panel to gain access to the intermediate shaft. 2. Remove the intermediate shaft to steering column attachment bolt. 3. Remove the intermediate shaft from the steering column. 4. Extend the intermediate shaft all the way. Using the intermediate shaft grease kit, P/N 26098237, inject the grease into the gap between the inner shaft and the outer shaft as you are collapsing the shaft. This will draw the grease into the shaft. 5. Cycle the shaft up and down several times to distribute the grease. Important Remove original thread locker material from the bolt and apply Loctite(R) 242 (or equivalent) to the threads of the bolt and reinstall intermediate shaft bolt. 6. Install the intermediate shaft to the column. Tighten - For electronic power steering, tighten the bolt to 49 Nm (36 lb ft). - For hydraulic power steering, tighten the bolt to 62 Nm (46 lb ft). Page 39 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 5035 9. Place approximately half of the grease from the service kit in the driveshaft inboard seal. Use the remainder of the grease to repack the housing. Important: Ensure the trilobal tripot bushing (3) is flush with the face of the housing (1). 10. Position the larger new seal retaining clamp (2) on the driveshaft inboard seal. 11. Slide the housing (1) over the tripot joint spider assembly on the driveshaft bar. 12. Slide the large diameter of the seal (2), with the larger clamp in place (3), over the outside of the trilobal tripot bushing and locate the lip of the seal in the groove. Important: The seal (2) must not be dimpled, stretched out or out of shape in any way. If the seal (2) is not shaped correctly, carefully insert a thin, flat, blunt tool (no sharp edges) between the large seal opening and the trilobal tripot bushing to equalize the pressure. Shape the seal properly by hand. Remove the thin, flat, blunt tool. 13. Position the joint assembly at the proper vehicle dimension (dimension a= 106mm (4 inch) Page 3413 Lower Rear Of The Engine Page 1991 Tires: Technical Service Bulletins Tires - Correct Inflation Pressure Information INFORMATION Bulletin No.: 00-00-90-002J Date: January 28, 2009 Subject: Information on Proper Tire Pressure Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3, H3T 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and clarify additional information. Please discard Corporate Bulletin Number 00-00-90-002I (Section 00 - General Information). Important: ^ Adjustment of tire pressure for a customer with a Low Tire Pressure Monitor (TPM) light on and no codes in the TPM system is NOT a warrantable repair. Claims to simply adjust the tire pressure will be rejected. ^ ALL tires (including the spare tire) MUST be set to the recommended inflation pressure stated on the vehicle's tire placard (on driver's door) during the PRE-DELIVERY INSPECTION (PDI). Recommended inflation pressure is not the pressure printed on tire sidewall. ^ Tires may be over-inflated from the assembly plant due to the mounting process. ^ Generally a 5.6°C (10°F) temperature change will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure change. ^ 2008-2009 HUMMER H2 Only - The H2 comes standard with Light Truck "D" Load Range tires with a recommended cold inflation pressure of 289 kPa (42 psi). These tires will alert the driver to a low pressure situation at roughly 262 kPa (38 psi) due to a requirement in FMVSS 138 which specifies a Minimum Activation Pressure for each tire type. This creates a relatively narrow window of "usable" pressure values and the warning will be more sensitive to outside temperature changes during the colder months. As with other cold temperature/tire pressure issues, there is nothing wrong with the system itself. If a vehicle is brought in with this concern, check for tire damage and set all tires to the Recommended Cold Inflation Pressure shown on the vehicle placard. Accurate tire pressures ensure the safe handling and appropriate ride characteristics of GM cars and trucks. It is critical that the tire pressure be adjusted to the specifications on the vehicle¡C■s tire placard during PDI. Ride, handling and road noise concerns may be caused by improperly adjusted tire pressure. The first step in the diagnosis of these concerns is to verify that the tires are inflated to the correct pressures. The recommended tire inflation pressure is listed on the vehicle¡C■s tire placard. The tire placard is located on the driver¡C■s side front or rear door edge, center pillar, or the rear compartment lid. Tip ^ Generally a 5.6°C (10°F) temperature increase will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure increase. ^ The definition of a "cold" tire is one that has been sitting for at least 3 hours, or driven no more than 1.6 km (1 mi). ^ On extremely cold days, if the vehicle has been indoors, it may be necessary to compensate for the low external temperature by adding additional air to the tire during PDI. ^ During cold weather, the Tire Pressure Monitor (TPM) indicator light (a yellow horseshoe with an exclamation point) may illuminate. If this indicator turns off after the tires warm up (reach operating temperature), the tire pressure should be reset to placard pressure at the cold temperature. ^ The TPM system will work correctly with nitrogen in tires. ^ The TPM system is compatible with the GM Vehicle Care Tire Sealant but may not be with other commercially available sealants. Important: ^ Do not use the tire pressure indicated on the tire itself as a guide. Page 6595 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Page 1440 Instrument Panel Specifications Page 5986 Fuse Block - Rear C3 Part 1 Page 8360 Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. This DTC cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U0140 - U0184 Circuit Description Modules connected to the GMLAN serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. When the module detects one of the following conditions on the GMLAN serial data circuit, a DTC will set. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. Conditions for Setting the DTCs Diagnostic algorithms are designed so that a single point failure within a particular node shall result in a single DTC/FTB combination being set. Any recognized faults shall generate one DTC. Recognized faults may include but are not limited to the following: ^ Open or shorted condition on an I/O Circuit outside of normal operation of that circuit. ^ Erratic signal of a circuit, outside of normal operation, which can be readily and repeatedly recognized as erratic. ^ A condition, outside of normal operation, which causes a customer perception of a performance problem. ^ A condition whether hardware or data link error, which causes a device to operate in a default or fail soft mode. ^ A condition which changes or limits system performance. ^ Network supervision/signal supervision errors. ^ ECU Internal errors. ^ Criteria determined by legislation. An initialization or shutdown self-test shall be performed and may include but is not limited to the following: ^ RAM check ^ ROM/EEPROM/Flash check Page 8346 2007 Model Year Vehicles and Newer all have Digital OnStar(R) Modules. Part 1 OnStar(R) Description and Operation This OnStar(R) digital system consists of the following components: ^ Vehicle Communication Interface Module (VCIM) ^ OnStar(R) button assembly ^ Microphone ^ Cellular antenna ^ Navigation antenna Note This system also interfaces with the factory installed vehicle audio system. Vehicle Communication Interface Module (VCIM) The vehicle communication interface module (VCIM) is a cellular device that allows the user to communicate data and voice signals over the national cellular network. Power is provided by a dedicated, fused B+ circuit. Ground is provided through the vehicle wiring harness attached to the module. The ignition state is determined by the VCIM through serial data messaging. Dedicated circuits are used to connect the VCIM to a microphone, the button assembly, and to command the status LED. The VCIM communicates with the rest of the vehicle modules using the serial data bus. The module houses 2 technology systems, one to process GPS data, and another for cellular information. The cellular system connects the OnStar(R) system to the cellular carrier's communication system by interacting with the national cellular infrastructure. The module sends and receives all cellular communications over the cellular antenna and cellular antenna coax. GPS satellites orbiting earth are constantly transmitting signals of their current location. The OnStar(R) system uses the GPS signals to provide location on demand. The module also has the capability of activating the horn, initiating door lock/unlock, or activating the exterior lamps using the serial data circuits. These functions can be commanded by the OnStar(R) Call Center per: a customer request. OnStar(R) Button Assembly The OnStar(R) button assembly may be part of the rearview mirror, or a separate, stand alone unit. The button assembly is comprised of 3 buttons and a status LED. The buttons are defined as follows: ^ The answer/end call button, which is black with a white phone icon, allows the user to answer and end calls or initiate speech recognition. ^ The blue OnStar(R) call center button, which displays the OnStar(R) logo, allows the user to connect to the OnStar(R) call center. ^ The emergency button, which displays a white cross with a red background, sends a high priority emergency call to the OnStar(R) call center when pressed. The VCIM supplies 10 volts to the OnStar(R) button assembly on the keypad supply voltage circuit. When pressed, each button completes a circuit across a resistor allowing a specific voltage to be returned to the VCIM on the keypad signal circuit. Depending upon the voltage range returned the VCIM is able to identify which button has been pressed. The OnStar(R) status LED is located with the button assembly. The LED is green when the system is ON and operating normally. When the status LED is green and flashing, it is an indication that a call is in progress. When the LED is red, this indicates a system malfunction is present. In the event there is a system malfunction and the OnStar(R) system is still able to make a call, the LED will flash red during the call. If the LED does not illuminate, this may indicate that the customers OnStar(R) subscription is not active or has expired. Push the blue OnStar button to connect to an advisor who can then verify the account status. Each LED is controlled by the VCIM over dedicated LED signal circuits. Ground for the LED is provided by the wiring harness attached to the button assembly. Page 7733 Air Bag: Service and Repair Inflatable Restraint Roof Rail Module Replacement INFLATABLE RESTRAINT ROOF RAIL MODULE REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to SIR Caution in Service Precautions. - Use care when working around the roof rail inflator module because sharp objects may puncture the roof rail airbag and the airbag will not deploy correctly. In order to avoid personal injury, if any part of the module is damaged replace the entire module 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 2 or to SIR Disabling and Enabling Zone 6. 2. Remove the headliner and the garnish moldings from the vehicle. IMPORTANT: Remove all clips from the structure. Clips are designed for single usage only. The new inflator assembly will contain new clips. 3. Unsnap the SIR tether retainer and remove the tether from the windshield pillar. 4. Remove the fasteners and the clips from the SIR module. Page 1192 2. Install the HO2S 1. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). 3. Connect the H02S 1 electrical connector. Input Speed Sensor (ISS) Connector, Wiring Harness Side Locations Page 3051 Lower Left Front Of Engine Locations Page 7388 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 3461 3. Connect the H02S 2 electrical connector. 4. Lower the vehicle. Body Controls - BCM Cross Platform Functionality Body Control Module: All Technical Service Bulletins Body Controls - BCM Cross Platform Functionality INFORMATION Bulletin No.: 09-08-47-002 Date: November 17, 2009 Subject: Information on Body Control Module (BCM) Functionality Across Vehicle Lines Models: 2004-2010 Chevrolet Malibu 2008 Chevrolet Malibu Classic 2005-2010 Chevrolet Cobalt 2006-2010 Chevrolet HHR 2005-2009 Pontiac G6 2006-2009 Pontiac Solstice 2007-2009 Saturn AURA, SKY The purpose of this bulletin is to address the unique differences in Body Control Module (BCM) functionality of the affected vehicles. Many electrical functions on these vehicles do not directly involve the BCM, even though they may on other vehicles. The cooling fans, for example, are controlled by the engine control module (ECM) on the Malibu, but are controlled by the BCM on the Impala. The BCM is primarily a gateway between the high- and low-speed GMLAN serial data buses on the above listed vehicles. Functions That Do Not Involve the BCM The following list of features and functions are not controlled or dependent on the BCM: Important The BCM should NOT be replaced for conditions in these areas. - Cooling fans - Clock display - Radio display - Power mirrors - OnStar(R) - Rear wiper (on Malibu Maxx) - Warning lamps - Malfunction indicator lamp (MIL) - Driver seat belt reminder light and chime - Power windows Important The BCM also acts as a power distribution center and may provide a fused battery feed to the modules that actually do control the above functions. Do not assume a similar control module issue will apply to different vehicle lines. Refer to SI for the appropriate description and operation and diagnostic information. Disclaimer Page 3135 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 5141 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 3855 Examples of conditions that may contribute to this code setting are: loose or broken fuel cap, disconnected or cracked EVAP lines, cracked charcoal canister, sticking purge or vent solenoids, inaccurate fuel gauge, etc. DTC P0442 - (Evaporative Emission (EVAP) System Small Leak Detected) Diagnostic Aids: P0442 diagnostics is checking for a 0.5 mm (0.020 in) sized hole in the EVAP system. Examples of conditions which may cause this type leak could include: cracked EVAP lines, cracked charcoal canister, a cut or dirty fuel cap seal, debris on the purge or vent solenoid internal seals, loose fuel lines, etc. Refer to Fuel Cap Inspection for P0442. Fuel Cap Inspection for P0442 1. Inspect the green sealing ring (1) on fuel cap for debris or cuts which could cause a small EVAP leak. Service and Repair Maintenance Indicator - A/T: Service and Repair This vehicle does not use a Trans Fluid Life index, and has no monitor to reset. Page 6078 C413 Fuel Sender Harness To Body Harness Part 2 Page 4606 The torque specification has changed for the fittings to case. The torque has changed from 38 Nm (28 lb ft) to 32 Nm (23 lb ft). Tighten Tighten the new cooler fittings to 32 Nm (23 lb ft). The converter drain back check ball (420C) has been removed from the cooler line fitting and is now located in the channel plate. If you get a concern of no movement in the morning or after sitting for several hours, the cooler check ball should be inspected. The best way to determine where the check ball is located is to look at the cooler line fittings. The old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler check ball. Parts Information Disclaimer Engine Controls - Extended Hot Start Crank Time PROM - Programmable Read Only Memory: Customer Interest Engine Controls - Extended Hot Start Crank Time Bulletin No.: 06-06-04-049 Date: September 22, 2006 TECHNICAL Subject: LX9 Engine Only, Intermittent Extended Crank Time On Hot Engine Restart, Starter Motor May Not Disengage After Engine Start (Reprogram PCM) Models: 2005-2006 Buick Rendezvous, Terraza 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Uplander 2005-2006 Pontiac G6, Montana SV6 2005-2006 Saturn Relay with 3.5L V6 Engine (VIN L, 8 - RPO LX9) Attention: This bulletin only applies to vehicles with EGR valves produced by Delphi. Vehicles built with Seimens EGR valves (production or service) already have the latest calibration. The PCM calibration to address this concern for 2006 vehicles listed in this bulletin will be available in the October 2006 broadcast. Condition Some customers may comment on an intermittent extended crank time on hot engine restart and the starter motor may not disengage after engine start. Correction Before reprogramming the PCM, verify the customer concern. Refer to Diagnostic System Check Vehicle in Vehicle Control Systems in SI. Follow the diagnostics for a possible cause of an extended crank time in hot engine restart. If no trouble is found, reprogram the PCM. Reprogram the PCM with the latest calibrations if the above concern is encountered. An updated PCM calibration is now available to address this concern. This calibration, or any that follow, is designed to address this concern. Refer to Service Programming System (SPS) using the appropriate Service Information (SI) procedures. The new PCM calibrations will be available to dealerships in TIS2Web (website version of TIS) version 9.5 for 2006 beginning 9/18/06. If you cannot access the calibration, call the Techline Customer Support Center and it will be provided. As always, make sure your Tech 2(R) is updated with the latest software version. Warranty Information For vehicles repaired under warranty, use the table. Page 3868 4. Position the radiator hose removal tool or similar type tool between the black cover and white inside body, and pry the cover over the retaining tab by rotating the tool counter clockwise. Repeat, if necessary, on the 3 other locations around the cover. 5. Remove the white fuel cap base from the filler pipe by rotating the fuel cap base counter clockwise. 6. install the new fuel filler cap and secure the tether to the fuel filler pocket or filler door. DTC P0455 - (Evaporative Emission (EVAP) System Large Leak Detected) Diagnostic Aids: P0455 diagnostics is checking for a large leak in the EVAP system. Page 7772 Inflatable Restraint Sensing And Diagnostic Module: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The sensing and diagnostic module (SDM) is a microprocessor and the control center for the SIR system. This SDM has two fused power inputs; one fuse is for the battery voltage and the other fuse is for the ignition voltage. The SDM uses vehicle battery voltage as its main power input. The SDM then uses the vehicles GMLAN Serial Data Communication line and the ignition voltage logic input for enabling or disabling the SIR deployment loops. The SDM contains internal sensors along with several external sensors, if equipped, mounted at strategic locations on the vehicle. In the event of a collision, the SDM compares the signals from the internal and external sensors to a value stored in memory. When the generated signals exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags or seat belt pretensioners. If the force of the impact is not sufficient to warrant inflator module deployment, the SDM may still deploy the seat belt pretensioners. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator located in the IPC ON. As soon as three distinct deployment commands (representing different events) have been issued to any belt pretensioner, or the SDM commands any front and side air bag to deploy once, the SDM shall be considered to not be reusable. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON, notifying the driver that a malfunction exist. In the event that ignition positive voltage is lost during a collision, the SDM maintains a 23-volt loop reserve (23 VLR) for deployment of the air bags. It is important when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to 1 minute. Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove tine engine oil pressure switch Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. ^ Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 6860 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 7310 Tighten Tighten the screws to 1.5 N.m (13 lb in). 4. Install the OnStar module bracket. 5. Install the communication interface module. 6. Install the right closeout panel. 7. Install the fuse labeled HVAC CTRL (BATT). Page 7069 7. Remove the trailing arm to bracket bolt and nut. 8. Remove the trailing arm from the bracket. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Assemble the trailing arm and bracket. ^ Tighten the trailing arm to bracket through bolt to 60 Nm (44 ft. lbs.) plus 60 degrees. 2. Position the trailing arm to the vehicle. 3. Install the trailing arm to knuckle bolts. ^ Tighten the bolts to 180 Nm (133 ft. lbs.). 4. Connect the parking brake cable to the trailing arm. Page 2121 13. Disconnect the red positive (+) cable from the positive (+) terminal (1) of the booster battery. 14. Disconnect the red positive (+) cable from the remote positive (+) terminal (2) of the vehicle with the discharged battery. Page 4207 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 5914 Locations Page 4430 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 932 Ambient Temperature Sensor / Switch HVAC: Description and Operation AIR TEMPERATURE Air Temperature Sensors The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors: Ambient - Inside - Upper duct air temperature sensor - Lower duct air temperature sensor A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor signal decreases as the resistance decreases. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts. The inside air temperature sensor is located within the HVAC control module. Replacement of this sensor involves the replacement of the HVAC control module. The inside air temperature sensor operates within a temperature range between -40 to +185°C (-40 to +365°F). If the sensor is shorted to ground, voltage, or an open, the system will operate using an estimated default value to allow the system to operate. The ambient temperature sensor operates within a temperature range between -40 to +87.5°C (-40 to +189.5°F). The sensor signal is read by the BCM, scaled appropriately and transmitted to the HVAC Control Module through the Low Speed bus.If the sensor is shorted to ground, voltage, or an open, the system will operate using a signal scaled appropriately to allow the system to operate. The duct temperature sensor temperature response is different from the ambient and inside sensors. A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases the sensor resistance decreases. The sensor operates within a temperature range between -40 to +80°C (-40 to +176°F). Campaign - Deactivation Of Analog OnStar(R) Technical Service Bulletin # 08089C Date: 081118 Campaign - Deactivation Of Analog OnStar(R) # 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008) Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION Page 3052 Lower Rear Of The Engine Page 3644 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The CKP sensor is a three wire sensor based on the magneto resistive principle. A magneto resistive sensor uses two magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The CKP sensor returns a digital ON/OFF pulse 24 times per crankshaft revolution. The pulse width encoding pattern is used to synchronize the coil firing sequence with the crankshaft position. The CKP sensor is used for ignition timing, fuel injector timing, misfire diagnostics, and tachometer display. The PCM supplies a 12-volt reference, a low reference, and a medium resolution engine speed signal circuit to the CKP sensor. Specifications Locations Under IP Left Of Brake Pedal Page 2605 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Page 7897 and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall claim with the information shown. Refer to the General Motors WINS claims Processing Manual for details on Product Recall claim Submission. Customer Notification General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Dealer Recall Responsibility -- For US The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listings, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Page 3339 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 7950 Seat Belt Retractor: Service and Repair Center Rear (Sedan) SEAT BELT RETRACTOR REPLACEMENT - CENTER REAR (SEDAN) REMOVAL PROCEDURE 1. Remove the rear seat cushion. 2. Remove the rear window trim panel. 3. Remove the rear seat belt anchor. 4. Remove the retractor fastener. 5. Remove the retractor from the vehicle. INSTALLATION PROCEDURE 1. Install the seat belt retractor to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the fastener to the seat belt retractor. Tighten Tighten the fastener to 35 N.m (25 lb ft). 3. Install the seat belt anchor. Tighten Tighten the fastener to 35 N.m (25 lb ft). Page 2630 Heater Hose: Service and Repair Heater Hose - Outlet HEATER HOSE REPLACEMENT - OUTLET TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the coolant. Refer to Draining and Filling Cooling System. 2. Remove the surge tank from the surge tank bracket. 3. Reposition the heater outlet hose clamp at the heater core using the J 38185. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Remove the heater outlet hose from the heater core. 6. Remove the heater outlet hose from the engine. 7. Remove both heater outlet hose clamps from the heater outlet hose. INSTALLATION PROCEDURE 1. Install both heater outlet hose clamps to the heater outlet hose. 2. Install the heater outlet hose to the engine. 3. Install the heater outlet hose to the heater core. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Reposition the heater outlet hose clamp at the heater core using the J 38185. 6. Install the surge tank to the surge tank bracket. 7. Fill the coolant. Refer to Draining and Filling Cooling System. Page 1341 Page 5376 OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 5436 6. Remove the cap from the tip of the bottle and carefully insert the tip, P/N 89022161, between the boot and piston, inward of the piston boot groove. 7. From the top side of the piston (reference diagram), inject the lubricant. With the caliper in the tilted position, the lubricant will flow down and work its way around the entire circumference of the seal. Let the caliper body assembly remain in this position for a minimum of 2 minutes to allow for the fluid to completely work its way around the seal. 8. Push the piston into the seal to ensure the lubricant is on both the piston and seal surface. Important: Excessive fluid could appear as a failure and lead to a comeback. To prevent unnecessary future repairs, it is important to only use one bottle per side and make sure excess fluid is wiped away. 9. Wipe away any excessive fluid. 10. Reassemble the caliper to the vehicle. Tighten Tighten the caliper bolts to 31 Nm (23 lb-ft). 11. Repeat Steps 1 - 9 on the opposite side of the vehicle, if necessary. 12. Pump the brake pedal to push the caliper piston back into place. 13. Reinstall the wheel and test drive the vehicle to verify repair. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Page 2129 Dinghy towing is permitted on the trucks shown with the transfer case placed in the Neutral position. Refer to the end of this bulletin for identification information to determine type of transfer case. The vehicles shown should NOT be dinghy towed because the transfer cases in these vehicles either have no neutral position or do not have an internal oil pump to provide lubrication while being towed. In order to properly tow the vehicles, place the vehicle on a platform trailer with all four tires off the ground. Avoid towing the vehicle with all four tires on the ground. In rare instances when towing with all four tires on the ground is unavoidable, both the front and the rear propeller shafts must be removed in order to prevent damage to the transfer case and/or transmission. Because front and rear propeller shafts are matched to attaching components at assembly, refer to the applicable Service Manual for procedures on propeller shaft removal/installation. Towing Procedure In order to properly dinghy tow the vehicle, use the following procedure: 1. Firmly set the parking brake. Page 3975 Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 3294 Powertrain Control Module (PCM) C1 Part 4 Procedures Power Seat Switch: Procedures SEAT SWITCH REPLACEMENT - POWER REMOVAL PROCEDURE 1. Remove the outer trim panel from the seat cushion. 2. Disconnect the electrical connector. 3. Remove the power seat switch from the outer trim panel. INSTALLATION PROCEDURE Page 7139 Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface and brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Important: Wheel nuts, studs, and mounting surfaces must be clean and dry. 1. Remove any corrosion or foreign material from the wheel and the hub mounting surfaces. 2. Clean the threads on the wheel studs and wheel nuts. 3. Install the tire and wheel assembly. Align the locating mark of the wheel to the hub. 4. Install the wheel nuts. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in the sequence shown, in order to avoid excessive runout. 5. Using the J 39544-KIT, tighten the wheel nuts in the sequence shown. ^ Tighten the nuts in sequence to 140 Nm (100 ft. lbs.). 6. Install the wheel nut caps, if equipped. 7. Install the wheel center cap, if equipped. 8. Lower the vehicle. Page 1518 4. Adjust the camber to specification by moving the top of the wheel in or out. Notice: Refer to Fastener Notice in Service Precautions. 5. Install the strut to knuckle nuts. ^ Tighten the nuts to 120 Nm (89 ft. lbs.). Front Toe Adjustment 1. Ensure that the steering wheel is set in a straight ahead position. 2. Loosen the tie rod jam nut (5). 3. Adjust the toe to specification by turning the adjuster (6). Notice: Refer to Fastener Notice in Service Precautions. Page 5053 15. Crimp the seal retaining clamp (1) using J 35910. Crimp the clamp (1) to 174 Nm (130 ft. lbs.). 16. Check the gap dimension on the clamp ear. Continue tightening until the gap dimension is reached. Dimension a= 1.9 mm (5/64 inch). Page 2432 1. Lubricate the oil seal using clean engine oil. 2. Insert the oil seal into the front cover with the lip facing the engine. Use the J 35468. 3. Install the crankshaft key into the keyway. 4. Install the crankshaft balancer. Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: All Technical Service Bulletins Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 6433 C130 Engine Harness To Fuel Injector Harness Part 1 Page 6108 C320 Body Harness To Right Inflatable Restraint Side Impact Module Jumper Harness Page 4725 1. Install a new filter neck seal. A large socket can be used as an installation tool as shown. Two mallets can be used as well. 2. Coat the new filter O-ring seal with a small amount of petroleum jelly, and install the filter into the case. Notice: Push straight down on the center of the oil level control valve in order to prevent damage to the case bore. 3. Install the oil level control valve. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the oil pan gasket, the oil pan, and hand start the oil pan bolts. Tighten the oil pan bolts to 12 Nm (9 ft. lbs.). 5. Lower the vehicle. 6. Refill transaxle using DEXRON-III P/N 21019223 or equivalent oil to the specified refill capacity. ^ The bottom pan removal capacity is approximately 6.5 Liters (6.9 quarts). ^ The complete overhaul capacity is approximately 9 Liters (9.5 quarts). ^ The dry capacity is approximately 12.2 Liters (12.9 quarts). 7. Start the engine. Warm up the transaxle and check for leaks. 8. Check for proper fluid level. Page 6018 Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 4. Install the electrical center connector cover. 5. Turn the electrical center right side up. 6. Install the electrical center to the battery tray by pushing the electrical center into the retainer tab. 7. Install all of the fuses and the relays. 8. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 9. Install the electrical center cover. 10. Install the battery. Page 7038 7. Wipe off any excessive grease on the intermediate shaft to avoid damage from drips on the carpet. 8. Install the instrument panel insulator panel - left side. 9. Verify that the noise is no longer present. Condition 2 There may be interference between the clamp and the steering gear input shaft. The clamp is beveled and if forced down on the input shaft too hard, it may cause a loose fit with the intermediate shaft to input shaft joint. Correction 2 To correct this condition, perform the following steps: 1. Remove the intermediate shaft pinch bolt at the steering gear end. 2. Install a new bolt, GM P/N 07845238, but do not tighten the bolt at this time. 3. Pry the clamp up using a pry bar to position the bolt into the upper part of the groove as shown above. This will position the clamp off the bevel. 4. While keeping the clamp in the upper position, tighten the bolt. Tighten Tighten the bolt to 49 Nm (36 lb ft). 5. Verify that the clunk noise is no longer present. Condition 3 Important This condition ONLY applies to 2004-2007 Chevrolet Malibu/Maxx and 2005-2007 Pontiac G6. Some customers may comment on a knocking or rattling type noise from the front of the vehicle when driven at low speeds and over bumps. The noise only occurs when the steering wheel is in the straight ahead position and sounds like the noise is in the left suspension of the vehicle or directly in front of the driver. Correction 3 1. Ensure the noise is not caused by Condition # 1. 2. Determine the source of the noise. Install the chassis ears at the following locations: - sway bar link - one side at a time - upper strut mount - one side at a time - steering gear near the pinion area - base of the steering column housing - radiator surge tank 3. If the noise is coming from the upper strut mount or sway bar link, replace as necessary and retest. 4. For 2004-2006 Chevrolet and Pontiac model year vehicles, the noise may be coming from the radiator surge tank area. (The 2007 model year vehicles use a different style radiator surge tank - refer to Step 9.) 5. If the noise is coming from the radiator surge tank, release the two retaining tabs holding the radiator surge tank and reposition the tank away from the attaching bracket and isolate with closed cell foam. 6. Cut three pieces of closed cell foam, P/N P46515 (or equivalent), into 25 mm (1 in) by 102 mm (4 in) pieces. 7. Cut two pieces of closed cell foam into 25 mm (1 in) by 6 mm (1/4 in) pieces. Page 5219 Page 3730 Catalytic Converter: Service and Repair Converter (Bank 2) Catalytic Converter Replacement (Bank 2) ^ Tools Required J 39194-B Heated Oxygen Sensor Wrench Removal Procedure Important: The rear exhaust pipe and catalytic converter are only serviced as an assembly; components are not serviced separately. 1. Remove the exhaust crossover pipe. Important: The heated oxygen sensor (HO2S) 2 uses a permanently attached pigtail and connector. This pigtail should not be removed from the sensor. Damage or removal of the pigtail or connector will affect proper operation of the sensor. 2. Remove HO2S 2 using the J 39194-B. TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 5220 Page 5590 Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve (BPMV) Replacement Brake Pressure Modulator Valve (BPMV) Replacement Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Notice: Always connect or disconnect the wiring harness connector from the EBCM/EBTCM with the ignition switch in the OFF position. Failure to observe this precaution could result in damage to the EBCM/EBTCM. Removal Procedure 1. Turn the ignition switch to the OFF position. 2. Clean the brake modulator assembly pipe fitting areas of any accumulated dirt and foreign material. 3. Disconnect the electrical connector from the electronic brake control module (EBCM). 4. Remove the EBCM. 5. Place a shop towel under the brake modulator assembly to catch any brake fluid loss. Important: Prior to disconnecting the brake pipes from the ADS modulator assembly, note the locations of the brake pipes to the valve assembly, to aid during installation. 6. Disconnect the 4 brake pipes (2) from the brake pressure modulator valve (BPMV). 7. Cap the brake pipe ends to prevent brake fluid loss and contamination. 8. Disconnect the master cylinder brake pipes (1) from the BPMV. 9. Cap the brake pipe ends to prevent brake fluid loss and contamination. 10. Plug the modulator brake pipe openings to prevent brake fluid loss and contamination. Page 875 3. Install the overhead console cover. Locations Oxygen Sensor: Locations Top Rear Of Engine Page 8028 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 572 8. Use a flat-bladed tool to remove the locking pins from the body harness connector. 9. Disconnect the body harness connector. 10. Disconnect the remaining wiring harness connectors from the junction block. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center harness connectors into the electrical center. 2. Install the locking pin to the power supply connector NOTE: Refer to Fastener Notice in Cautions in Notices. 3. Install the bolts retaining the engine, I/P, and forward lamp wiring harness connectors to the junction block. Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 1338 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Locations Fog/Driving Lamp Switch: Locations Instrument Panel Page 60 Alarm Module: Service and Repair THEFT DETERRENT CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the ignition switch. 2. Remove the theft deterrent control module screws. 3. Remove the theft deterrent control module. INSTALLATION PROCEDURE 1. Install the theft deterrent control module. NOTE: Refer to Fastener Notice in Service Precautions. 2. Tighten the theft deterrent control module screws. Tighten Tighten the screws to 5 N.m (44 lb in). 3. Install the ignition switch. 4. Perform the vehicle theft deterrent system learn procedure. Refer to Programming Theft Deterrent System Components. See: Testing and Inspection/Programming and Relearning Page 7242 9. Remove the hub and bearing assembly from the steering knuckle. Installation Procedure 1. Install the hub and bearing assembly to the steering knuckle. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 3 hub and bearing assembly bolts. ^ Tighten the hub and bearing assembly bolts to 115 Nm (85 ft. lbs.). 3. Install the wheel speed sensor connector into the bracket until the locking tabs click into place, if equipped with ABS. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. Page 6723 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 8 SIR DISABLING AND ENABLING ZONE 8 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. Page 279 Conditions for Running the DTC Ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTC The VCIM does not detect the presence of a cellular antenna for more than 1 second. Action Taken When the DTC Sets The vehicle is unable to connect to the OnStar(R) Call Center. The OnStar(R) status LED turns red. Conditions for Clearing the DTC The VCIM detects the presence of a cellular antenna. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Perform a visual inspection as shown above in order to verify that the cellular antenna and the cellular antenna coupling assembly are not damaged. If any components are damaged replace the assembly. DTC B2476 or B2482 DTC Descriptors Page 6420 C404 Liftgate Harness To Body Harness Locations Above And Forward Of Radiator Page 5453 3. Remove the caps or plugs from the brake caliper opening and the brake hose. Important: Do not reuse the copper brake hose gaskets. 4. Install NEW copper brake hose gaskets (2) to the brake hose-to-caliper bolt (1) and to the brake hose (3). 5. Install the brake hose and the brake hose-to-brake caliper bolt to the brake caliper. ^ Tighten the bolt to 50 Nm (37 ft. lbs.). 6. Bleed the hydraulic brake system. 7. Remove the wheel nuts retaining the brake rotor to the wheel hub. 8. Install the tire and wheel assembly. 9. Lower the vehicle. 10. With the engine OFF, gradually apply the brake pedal to approximately 2/3 of its travel distance. 11. Slowly release the brake pedal. 12. Wait - 5 seconds, then repeat steps 12 and 13 until a firm brake pedal apply is obtained; this will properly seat the brake caliper piston and brake pads. Rear Brake Caliper Replacement- Rear Removal Procedure Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint arid Electrical Components Notice in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, no brake fluid needs to be removed from the reservoir before proceeding. 3. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, remove brake fluid to the midway point before proceeding. 4. Raise and suitably support the vehicle. 5. Remove the tire and wheel assembly. A/C - New PAG Oil Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil Bulletin No.: 02-01-39-004B Date: November 16, 2005 INFORMATION Subject: New PAG Oil Released Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Built With R-134a Refrigeration System All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors) Supercede: This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A (Section 01 - HVAC). All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor). R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151 (A/C Delco part number 15-118) (in Canada, use P/N 10953486). Important: The PAG oil referenced in this bulletin is formulated with specific additive packages that meet General Motors specifications and use of another oil may void the A/C systems warranty. Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of Service Information for detailed information on Oil Balancing and Capacities. Disclaimer Page 4933 Page 4085 Ignition Control Module: Description and Operation IGNITION CONTROL MODULE (ICM)/COILS There are 3 dual-tower ignition coils that are part of the ignition control module (ICM). The ICM contains coil driver circuits that command the coils to operate. The ICM has the following circuits: - An ignition voltage circuit - A ground circuit - An IC 1 control circuit for the 1-4 ignition coil - An IC 2 control circuit for the 2-5 ignition coil - An IC 3 control circuit for the 3-6 ignition coil - A low reference circuit The PCM controls each dual-tower ignition coil by transmitting timing pulses on the IC control circuit to the ICM for the proper coil to enable a spark event. The spark plugs are connected to each coil tower by spark plug wires. The spark plug wires conduct the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency. Page 7126 Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural A/T - Grinding/Growling Noise in Park on Incline Parking Pawl: Technical Service Bulletins A/T - Grinding/Growling Noise in Park on Incline INFORMATION Bulletin No.: 99-07-30-030F Date: May 01, 2008 Subject: Grinding and/or Growling Noise in Park on Incline Models: 2009 and Prior Passenger Cars and Light Duty Trucks (Including Saturn) with Hydra-Matic Front Wheel Drive (FWD) Automatic Transmissions Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 99-07-30-030E (Section 07 - Transmission/Transaxle). Service Information Owners of some vehicles equipped with Hydra-Matic front wheel drive transaxles may comment on a grinding and/or growling noise that is noticeable when standing in PARK on a hill or slope with the engine running and the parking brake not applied. Under these conditions, the weight of the vehicle puts a load on the parking pawl which can create a "ground-out" path through the drive axles, front struts, springs and spring towers. Normal engine noise can be transmitted to the passenger compartment through the "ground-out" path. Owners concerned about this condition should be advised to apply the parking brake prior to shifting into PARK. This is the recommended procedure described in the Owners Manual. Applying the parking brake first will put the load of the vehicle on the rear brakes rather than on the parking pawl. Refer the owner to the appropriate Owner Manual for additional details and instructions. Disclaimer Page 8264 Involved are certain vehicles within the VIN breakpoints shown above. PARTS INFORMATION -- Saab US Only Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Locations Rear Of Rear Hatch Page 7010 7. Install the lower control arm. 8. Connect the outer tie rods (3) to the steering knuckles (6). 9. Connect the stabilizer link to the stabilizer shaft. Page 2700 Catalytic Converter: Service and Repair Converter (Bank 2) Catalytic Converter Replacement (Bank 2) ^ Tools Required J 39194-B Heated Oxygen Sensor Wrench Removal Procedure Important: The rear exhaust pipe and catalytic converter are only serviced as an assembly; components are not serviced separately. 1. Remove the exhaust crossover pipe. Important: The heated oxygen sensor (HO2S) 2 uses a permanently attached pigtail and connector. This pigtail should not be removed from the sensor. Damage or removal of the pigtail or connector will affect proper operation of the sensor. 2. Remove HO2S 2 using the J 39194-B. Page 5172 Page 5702 Traction Control Switch: Service and Repair Traction Control Switch Replacement Removal Procedure 1. Remove the left console trim panel. 2. Remove the traction control switch from behind the console. 3. Remove the traction control switch wire harness connector. Installation Procedure 1. Install the traction control switch wire harness connector. 2. Install the traction control switch. 3. Install the left console trim panel. Page 4777 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 302 networks, and will not require an upgrade in connection with the cellular industry's transition to the digital network. In order to verify the type of OnStar(R) Hardware in a vehicle, type the VIN into the VIN look-up tool, which is available at the OnStar(R) Online Enrollment website within GM GlobalConnect (for U.S. dealers) or InfoNet (for Canadian dealers). Disclaimer Page 1130 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector. 3. Remove the CKP sensor bolt. 4. Remove the CKP sensor. 5. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace the O-ring if necessary. 2. Install the CKP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the CKP sensor electrical connector. 5. Lower the vehicle. 6. Perform the CKP system variation learn procedure. See: Testing and Inspection/Programming and Relearning Page 7576 12. Install the suction hose and liquid line to the TXV. 13. Install the suction hose and liquid line nut to the TXV. Tighten Tighten the nut to 20 N.m (15 lb ft). 14. Install the liquid line to the dash clip. 15. Install the suction hose to the dash clip. 16. Install the air cleaner assembly. 17. Install the liquid line bracket bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 18. Install the refrigerant pressure sensor. Tighten Tighten the bolt to 5 N.m (44 lb in). 19. Install the refrigerant pressure sensor wire harness connector. 20. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 21. Leak test the fittings using the J 39400-A. 22. Install the surge tank to the surge tank bracket. Page 296 Parts Information Page 5085 Wheel Hub: Service and Repair Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 5. Remove the stabilizer link bolt at the knuckle and position the stabilizer link out of the way in order to provide access to the wheel bearing/hub bolts. 6. Remove the 4 wheel bearing/hub assembly nuts. 7. Remove the wheel bearing/hub assembly from the knuckle. Installation Procedure 1. Install the wheel bearing/hub assembly to the knuckle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 wheel bearing/hub assembly nuts. ^ Tighten the nuts to 63 Nm (47 ft. lbs.). 3. Connect the stabilizer link bolt at the knuckle.. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. 5. Install the brake rotor. 6. Install the tire and wheel assembly. 7. Lower the vehicle. 8. Inspect the rear alignment. TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Service and Repair Shifter A/T: Service and Repair Transmission Control Replacement Tools Required J 36346 Fascia Retainer Remover Removal Procedure 1. Remove the console. Refer to Console Replacement in Instrument Panel, Gauge., and Console. 2. Using a J 36346 , disconnect the shifter cable from the control assembly pin. 3. Remove the shifter cable from the control assembly. Page 3595 Powertrain Control Module (PCM) C3 Part 2 Page 2903 Engine Control Module: Description and Operation Throttle Actuator Control (Tac) System POWERTRAIN CONTROL MODULE The PCM determines the drivers intent and then calculates the appropriate throttle response. This information is sent to the TAC module through a dedicated serial data line. Page 3776 Steps 3 - 4 Page 1054 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 3216 Body Control Module: Diagrams Body Control Module (BCM) C2 Body Control Module - C2 Part 1 Page 5864 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 6594 Frame Angle Measurement (Express / Savana Only) ........ Page 1064 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Instruments - Backlighting Inoperative During Daylight Body Control Module: All Technical Service Bulletins Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 6826 Page 2507 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Page 748 Inflatable Restraint Sensing And Diagnostic Module: Diagrams Inflatable Restraint Sensing and Diagnostic Module (W/ RPO AY1) Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 1 Page 7887 Page 5134 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 5599 Important: Ensure the gasket on the outside barrel of the master cylinder is positioned properly and is free of cuts and tears. 4. Install the brake master cylinder to the booster assembly. Page 1047 Audio - Inadvertent Steering Wheel Button Activation Remote Switch: Technical Service Bulletins Audio - Inadvertent Steering Wheel Button Activation INFORMATION Bulletin No.: 08-08-44-028 Date: August 28, 2008 Subject: Information On Inadvertent Steering Wheel Control (SWC) Button Press Causing Radio Anomalies Models: 2009 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X All Vehicles with Steering Wheel Controls This bulletin is being issued to provide a recommendation for vehicles with a customer concern of the radio station tuning changing by itself, volume changing by itself, radio changing by itself, or radio muting or going silent when driving and turning the steering wheel. The switches on the right hand side of the steering wheel are easily pressed and may inadvertently be pressed when turning the steering wheel. These concerns may be affected by the location of the steering wheel controls. Recommendation Do Not Replace The Radio 1. Please determine that the switch controls on the steering wheel are functioning correctly. 2. Ask the customer if their hand was in close proximity to the steering wheel controls when the condition happened. Explain to the customer that bumping the controls would have caused this undesired action. Explain to the customer the proper use and function of the steering wheel controls. Disclaimer Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 4909 Transmission Cooler: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Service and Repair Cabin Ventilation Grille: Service and Repair Pressure Relief Valve Replacement Removal Procedure 1. Raise the vehicle. Refer to Vehicle Lifting. 2. Remove the pressure relief valve from under vehicle, behind rear fascia. Installation Procedure 1. Install the pressure relief valve. 2. Install the rear fascia. 3. Lower the vehicle. Page 6994 Second Design - Black Painted (DO NOT Lube) Hydraulic Assist Power Steering First Design - Bare Steel Tube (Lube OK) Second Design - Black Painted (DO NOT Lube) In the unlikely event that the source of the noise is identified as a second design shaft with black painted tube, it must be replaced. Correction 1 (Only for First Design - DO NOT USE FOR 2ND DESIGN) Lubricate the intermediate shaft with steering column shaft lubrication kit, P/N 26098237. 1. From inside the vehicle, remove the instrument panel insulator panel - left side panel to gain access to the intermediate shaft. 2. Remove the intermediate shaft to steering column attachment bolt. 3. Remove the intermediate shaft from the steering column. 4. Extend the intermediate shaft all the way. Using the intermediate shaft grease kit, P/N 26098237, inject the grease into the gap between the inner shaft and the outer shaft as you are collapsing the shaft. This will draw the grease into the shaft. 5. Cycle the shaft up and down several times to distribute the grease. Important Remove original thread locker material from the bolt and apply Loctite(R) 242 (or equivalent) to the threads of the bolt and reinstall intermediate shaft bolt. 6. Install the intermediate shaft to the column. Tighten - For electronic power steering, tighten the bolt to 49 Nm (36 lb ft). - For hydraulic power steering, tighten the bolt to 62 Nm (46 lb ft). Page 1244 Knock Sensor: Service and Repair KNOCK SENSOR (KS) REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Disconnect the knock sensor wiring harness electrical connector. 3. Remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the knock sensor. Tighten Tighten the knock sensors to 25 N.m (18 lb ft). 2. Connect the knock sensor wiring harness electrical connector. 3. Lower the vehicle. Locations Turn Signal Switch: Locations Instrument Panel Page 7770 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 4 Page 5965 Application Table Part 2 Page 2157 3. Ensure that the camshaft rear bearing plug is installed to specifications. 4. Install the engine flywheel. Page 8005 Page 6040 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 7567 19. Install the compressor hose bracket bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 20. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 21. Leak test the fitting using the J 39400-A. Page 336 OnStar(R) Microphone The OnStar(R), or cellular microphone, can be a part of the rearview mirror assembly, or on some vehicle lines, a separate, stand alone unit. In either case, the VCIM supplies approximately 10 volts to the microphone on the cellular microphone signal circuit, and voice data from the user is sent back to the VCIM over the same circuit. A cellular microphone low reference circuit or a drain wire provides a ground for the microphone. Cellular and GPS Antennas The vehicle will be equipped with one of the following types of antennas: ^ Separate, stand-alone cellular and navigation (GPS) antennas. ^ A combination cellular and navigation (GPS) antenna, which brings the functions of both into a single part. ^ A cellular, GPS, and digital radio receiver (DRR) antenna, which also incorporates the functionality of the DRR satellite antenna (XM). The cellular antenna is the component that allows the OnStar(R) system to send and receive data using electromagnetic waves by means of cellular technology. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The GPS antenna is used to collect the signals of the orbiting GPS satellites. Within the antenna is housed a low noise amplifier that allows for a more broad and precise reception of this data. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The cable also provides a path for DC current for powering the antenna. The OnStar(R) Call Center also has the capability of communicating with the vehicle during an OnStar(R) call to retrieve the latest GPS location and transmit it to the OnStar(R) Call Center. A history location of the last recorded position of the vehicle is stored in the module and marked as aged, for as long as the module power is not removed. Actual GPS location may take up to 10 minutes to register in the event of a loss of power. Audio System Interface When the OnStar(R) requires audio output, a serial data message is sent to the audio system to mute all radio functions and transmit OnStar(R) originated audio. The OnStar(R) audio is transmitted to the vehicle audio system by a dedicated signal circuit and a low reference circuit. The audio system will mute and an audible ring will be heard though the speakers if the vehicle receives a call with the radio ON. On some vehicles, the HVAC blower speed may be reduced when the OnStar(R) system is active to aid in reducing interior noise. When the system is no longer active, the blower speed will return to its previous setting. OnStar(R) Steering Wheel Controls Some vehicles may have a button on the steering wheel, that when pushed can engage the OnStar(R) system. The button may be a symbol of a face with sound waves, or may say MUTE, or be a symbol of a radio speaker with a slash through it. By engaging the OnStar(R) system with this feature, the user can interact with the system by use of voice commands. A complete list of these commands is supplied in the information provided to the customer. If the information is not available for reference, at any command prompt, the user can say "HELP" and the VCIM will return an audible list of available commands. The steering wheel controls consist of multiple momentary contact switches and a resistor network. The switches and resistor network are arranged so that each switch has a different resistance value. When a switch is pressed, a voltage drop occurs in the resistor network. This produces a specific voltage value unique to the switch selected, to be interpreted by the radio or the body control module (BCM). OnStar(R) Power Moding (DRX or Sleep Cycle) The OnStar(R) system uses a unique sleep cycle to allow the system to receive cellular calls while the ignition is in the OFF position and retained accessory power (RAP) mode has ended. A green status LED on the OnStar(R) keypad normally indicates an active OnStar(R) account. The OnStar(R) system will stay powered up after ignition off for an extended time in order to allow for remote services like door unlock, horn honk, light flash, etcetera to take place as requested by the customer. Power cycle (also referred to as DRX) times vary depending on the generation of the OnStar(R) system. Technicians may identify the OnStar(R) system generation by using a Tech 2 and following this menu path: (Body>VCIM>Module ID Information>Module Information 2) or by accessing www.onstarenrollment.com All Generation 6 digital systems are powered up continuously for 48 hours from ignition OFF. After 48 hours, the Generation 6 systems will enter a 9 minute OFF, 1 minute ON power cycle for an additional 72 hours. At the beginning and end of the 1 minute ON stage, you may or may not experience a short spike of current at the beginning and at the end. This allows for calls from OnStar to be received by the system. After 120 hours from ignition OFF, Page 4219 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. HVAC System - Automatic Control Module HVAC: Service and Repair HVAC System - Automatic Blower Motor Control Processor Replacement BLOWER MOTOR CONTROL PROCESSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the right closeout panel. 2. Remove the blower motor control processor wire harness connector. 3. Remove the blower motor control processor screws. 4. Remove the blower motor control processor. INSTALLATION PROCEDURE 1. Install the blower motor control processor. NOTE: Refer to Fastener Notice in Service Precautions. 2. Tighten the blower motor control processor screws. Tighten Tighten the blower motor resistor screws to 1.5 N.m (13 lb in). 3. Install the blower motor control processor wire harness connector. 4. Install the right closeout panel. HVAC Control Module Replacement Page 3680 Top Rear Of Engine Page 1336 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 3712 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 2 Sensor 1 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 2 SENSOR 1 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 1 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust manifold. 1. Disconnect the heated oxygen sensor (HO2S) 1 electrical connector. 2. Use the J 39194-B to remove the HO2S 1. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 1 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before the reinstallation. 1. Coat the threads of the HO2S 1 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 1. Specifications Brake Bleeding: Specifications HYDRAULIC BRAKE SYSTEM Delco Supreme II Brake Fluid or equivalent DOT-3 brake fluid. Page 1736 12. Remove the liquid line bracket bolt. 13. Remove the suction hose. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 14. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. Page 2705 1. Using new gaskets, install the exhaust crossover pipe. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the exhaust crossover pipe nuts. ^ Tighten the nuts to 25 Nm (18 ft. lbs.). Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 6332 Fuse Block - Underhood C2 Part 6 Page 507 10. Remove the IBCM 1 fuse (30 amp) for 10 seconds and then reinstall. 11. Install the fuse cover and battery cover. 12. Close the hood. Rear Wheel Bearing Replacement Important: The following procedure should only be performed if ABS DTC C0045 and/or C0050 were found earlier in the procedure. 1. Raise the vehicle on a suitable hoist and support as necessary. 2. If ABS DTC C0045 was found, remove the LEFT REAR tire and wheel assembly. If ABS DTC C0050 was found, remove the RIGHT REAR tire and wheel assembly. If both ABS DTCs were found, remove both rear tire and wheel assemblies. 3. Remove the two bolts (2) attaching the brake caliper mounting bracket to the knuckle. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and they hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Important: DO NOT disconnect the hydraulic brake flexible hose from the caliper. 4. Remove the rear brake caliper mounting bracket and caliper as an assembly and support the assembly with heavy mechanic's wire, or equivalent. 5. Remove the brake rotor. Do not force the rotor off If the rotor is difficult to remove, ease if off by gently rotating it as you pull outward. 6. Disconnect the electrical connector for the wheel speed sensor on the bearing hub. 7. Remove the four nuts attaching the bearing hub assembly to the knuckle and remove the bearing hub and brake backing plate. 8. Position the brake backing plate and new bearing hub assembly to the knuckle and install the four nuts. Tighten Tighten the four nuts to 63 Nm (46 lb-ft). 9. Connect the electrical connector to the wheel speed sensor on the bearing hub. 10. Thoroughly clean any rust or corrosion from the mating/mounting surface on the backside of the brake rotor. Verify that there are no foreign particles or debris remaining. 11. Install the brake rotor on the bearing hub flange. 12. Install the rear brake caliper and mounting bracket on the knuckle. Page 4248 Page 2812 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 1152 Lower Left Front Of Engine Page 5947 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 5948 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 1654 Disclaimer Page 1028 Instrument Panel Page 1242 Knock Sensor (KS)2 Page 7352 Page 3344 Page 7132 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Page 2873 Steps 13-14 The numbers below refer to the step numbers on the diagnostic table. 6. This step tests for battery voltage on the incorrect signal circuits. 7. This step tests for no battery voltage on the required signal circuits. 8. If any ignition switch parameters that should be inactive in the present ignition switch position are active, 2 ignition switch signal circuits may be shorted together. 9. This step eliminates open circuits as the cause of the malfunction. Page 1065 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Locations Oxygen Sensor: Locations Top Rear Of Engine Fuse Block - Rear Label Relay Box: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Page 8488 6. See wiring diagram shown above for details. 5. Replace the OnStar(R) Vehicle Communication Interface Module (VCIM) in the vehicle with the provided Digitally-Capable VCIM. Refer to the Communication Interface Module Replacement procedure in the Cellular Communication section of SI. This kit may include a new VCIM bracket. If it does, use this new bracket on the vehicle and discard the original bracket. The kit may also include a small wiring jumper cable. If it does, plug the wiring jumper cable into the connector on the VCIM and the other end to the corresponding vehicle wiring harness connector. ^ For 2001, 2002 and 2003 Chevrolet Impala and Monte Carlo, do not reinstall the black plastic OnStar(R) module cover onto the vehicle after the VCIM and module bracket have been installed. This black plastic cover will no longer fit on the vehicle. ^ The upgrade kit for 2002 Sevilles and DeVilles, and some 2003 Sevilles and DeVilles, will contain a large bracket. To install the new VCIM into this bracket you'll need to carefully line up the notch in the VCIM with the tab in the bracket. Page 6709 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the left outer trim cover to the I/P. 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. Page 1056 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 4851 6. Disconnect the control assembly electrical connectors. 7. Remove the nuts from the control assembly. 8. Remove the control assembly and replace if necessary. Installation Procedure Page 1302 Page 654 Body Control Module - C1 Part 5 Page 7378 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 6347 Fuse Block: Service and Repair UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE Left Side Of Core Support 1. Remove the battery. 2. Remove the fasteners retaining the positive battery cable leads to the underhood electrical center, then reposition the cable lead away from the electrical center. 3. Remove the electrical center cover. 4. Remove all of the fuses and the relays. Page 5849 Page 7590 Refrigerant: Fluid Type Specifications Air Conditioning Refrigerant ....................................................................................................................... R134a P/N 12356150 U.S. (10953485 Canada) Page 4813 Page 1811 Refrigerant Oil: Fluid Type Specifications REFRIGERANT OIL PAG Oil GM P/N 12378526 (Canadian P/N 88900060) Page 5657 10. Remove the IBCM 1 fuse (30 amp) for 10 seconds and then reinstall. 11. Install the fuse cover and battery cover. 12. Close the hood. Rear Wheel Bearing Replacement Important: The following procedure should only be performed if ABS DTC C0045 and/or C0050 were found earlier in the procedure. 1. Raise the vehicle on a suitable hoist and support as necessary. 2. If ABS DTC C0045 was found, remove the LEFT REAR tire and wheel assembly. If ABS DTC C0050 was found, remove the RIGHT REAR tire and wheel assembly. If both ABS DTCs were found, remove both rear tire and wheel assemblies. 3. Remove the two bolts (2) attaching the brake caliper mounting bracket to the knuckle. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and they hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Important: DO NOT disconnect the hydraulic brake flexible hose from the caliper. 4. Remove the rear brake caliper mounting bracket and caliper as an assembly and support the assembly with heavy mechanic's wire, or equivalent. 5. Remove the brake rotor. Do not force the rotor off If the rotor is difficult to remove, ease if off by gently rotating it as you pull outward. 6. Disconnect the electrical connector for the wheel speed sensor on the bearing hub. 7. Remove the four nuts attaching the bearing hub assembly to the knuckle and remove the bearing hub and brake backing plate. 8. Position the brake backing plate and new bearing hub assembly to the knuckle and install the four nuts. Tighten Tighten the four nuts to 63 Nm (46 lb-ft). 9. Connect the electrical connector to the wheel speed sensor on the bearing hub. 10. Thoroughly clean any rust or corrosion from the mating/mounting surface on the backside of the brake rotor. Verify that there are no foreign particles or debris remaining. 11. Install the brake rotor on the bearing hub flange. 12. Install the rear brake caliper and mounting bracket on the knuckle. Page 5871 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 5681 Left Rear Of Engine Compartment Page 184 switch lighting connector. 3.3. Undo the floor console's retaining bolts (C). 3.4. Take out the rear ashtray/cover (D). 3.5. Remove the screw (E) for the rear cover. 3.6. Remove the floor console's retaining nuts (E). 3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly. 3.8. If required, detach the switch for the rear seat heater and unplug the connector. 4. Remove the switch and the floor console: 4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the window lift module's connector. 4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console. 5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: 5.1. Unplug the SRS control module's connector (A). Page 6501 Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 4. Install the electrical center connector cover. 5. Turn the electrical center right side up. 6. Install the electrical center to the battery tray by pushing the electrical center into the retainer tab. 7. Install all of the fuses and the relays. 8. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 9. Install the electrical center cover. 10. Install the battery. Page 5390 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 1044 Page 2737 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer ABS Automated Bleed Procedure Brake Bleeding: Service and Repair ABS Automated Bleed Procedure ABS Automated Bleed Procedure Bleeding the ABS System Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Perform a manual or pressure bleeding procedure. If the desired brake pedal height results are not achieved, perform the automated bleed procedure below. The procedure cycles the system valves and runs the pump in order to purge the air from the secondary circuits normally closed off during normal base brake operation and bleeding. The automated bleed procedure is recommended when air ingestion is suspected in the secondary circuits, or when the BPMV has been replaced. Automated Bleed Procedure Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing the EXIT button No further Scan Tool prompts pertaining to the Auto Bleed procedure will be given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid causing damage to components and painted surfaces. 1. Raise the vehicle on a suitable support. 2. Remove all four tire and wheel assemblies. 3. Inspect the brake system for leaks and visual damage. 4. Inspect the battery state of charge. 5. Install a scan tool. 6. Turn ON the ignition, with the engine OFF. 7. With the scan tool, establish communications with the EBCM. Select Special Functions. Select Automated Bleed from the Special Functions menu. 8. Bleed the base brake system. 9. Follow the scan tool directions until the desired brake pedal height is achieved. 10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: ^ If a DTC is detected, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information to diagnose the appropriate DTC. ^ If the brake pedal feels spongy, perform the conventional brake bleed procedure again. 11. When the desired pedal height is achieved press the brake pedal in order to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. Trim Height Specifications Trim Height Specifications Page 630 Body Control Module: Connector Locations Body Control Module (BCM) C1 Part 1 Page 3355 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 3026 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 1883 Fuse Block - Rear C3 Part 2 Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove tine engine oil pressure switch Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. ^ Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 7569 12. Remove the liquid line bracket bolt. 13. Remove the suction hose. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 14. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. Body Control Module (BCM) C1 Body Control Module: Diagrams Body Control Module (BCM) C1 Body Control Module - C1 Part 1 Specifications Page 104 4.2. Release the back end of the connector (C) and remove from the contact rail (D). 4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.5. Assemble the contact rail and end. 4.6. Connect connector (A) and secure the cable using a cable tie (B). 5. Assemble the gear shift housing (A). AUT: Connect connector (B). 6. Assemble the center console, see WIS - Body - Interior. 7. Remove the OnStar(R) control module and secure the cable harness: 7.1. 5D: Remove the right-hand cover from the luggage compartment floor. Page 4237 Automatic Transmission Shift Lock Control Diagrams Engine - Drive Belt Misalignment Diagnostics Drive Belt: All Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Page 350 ^ I/O check Any faults detected during the initialization self-test shall generate a DTC. All nodes also continuously perform a self-test while in an active state. DTCs and their associated telltales will set as a result of unprogrammed or unlearned information. DTCs, which are defined for system configuration (e.g. Vehicle Option Content not programmed) do not support the history status bit (set =0). Warning indicator bit is also set, when applicable, while this DTC is present. Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. The DTCs cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U1300, U1301, or U1305 Circuit Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the Class 2 serial data circuit about once every 2 seconds. When the module detects one of the following conditions on the Class 2 serial data circuit for approximately 3 seconds, the setting of all other Class 2 serial communication DTCs is inhibited and a DTC will set. Conditions for Running the DTCs Voltage supplied to the module is in the normal operating voltage range. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTCs No valid messages are detected on the Class 2 serial data circuit. The voltage level detected on the Class 2 serial data circuit is in one of the following conditions: Page 3160 Disclaimer Page 2910 Steps 16 - 18 Page 1858 Fuse: Locations Left Side Of Core Support The Fuse Block is located under the hood in the junction block. Electrical - Various Electrical Systems Malfunctions Body Control Module: Customer Interest Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 405 2. Connect the Techline Information System (TIS) terminal to the Tech2(R). 3. Scroll to the bottom of the Controller List, and select the "ONSA TIS2WEB Pass-Thru OnStar(R) Activation (Replaced/Upgraded Units Only)" option using the Service Programming System (SPS). Important: Do not use the clear DTC function. This will only temporarily turn the LED to green. 4. Upon completion of the OnStar(R) TIS2WEB step, disconnect the TIS terminal from the Tech2(R) and perform the VCIM/OnStar(R) Set-up Procedure using the Tech2(R). The set up procedure is located under the special function menu option. Important: Failure to perform the above steps will result in a red LED, DTC being set and limited or incomplete OnStar(R) services, and will require a customer return visit to the dealership. 5. The default language for the new VCIM will be English. To change to French or Spanish, access the special functions menu on the Tech 2(R), and follow the instructions accordingly. 7. Skip to the next step if the vehicle to be upgraded is not listed below: ^ 2002-2004 Cadillac DeVille ^ 2002-2004 Cadillac Seville ^ 2005 Cadillac STS Set up the Dash Integration Module (DIM) using the following procedure: 1. On the Tech2(R) select the correct Year, Make and Model. 2. Enter Dash Integration Module (DIM) > Special Functions > Set Options > Misc. Options 1 > and turn off phone (if the vehicle does not have the UV8 option). 3. Enter Nav Radio Present and set to "No Nav" (if the vehicle does not have a navigation radio). 4. Turn the ignition off and open the door to turn off the RAP. 5. Turn the ignition on and enter the Vehicle Comm. Interface Module > Special Functions > Set Up OnStar /VCIM. 6. When prompted select "No Phone" (if the vehicle does not have the UV8 phone) and "No Nav" (if the vehicle does not have a navigation radio). 7. Turn the ignition off and open the door to turn off the RAP. Important: OnStar(R) Emergency Services are immediately available after these steps, however, full configuration, including activation of Hands-Free Calling, may take up to 24 hours to complete. Processing the Module Exchange Processing the Module Exchange For this program, submitting a credit request for the removed OnStar(R) VCIM (the core) will be performed through a website. When this process is followed, the removed Analog / Digital-Ready VCIM, in most cases, will not be mailed back to the distributor, but can be scrapped by the dealership. U.S. Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto www.autocraft.com. 3. Select Account Maintenance. 4. Select Outstanding Cores. Page 3901 Steps 4 - 5 Page 3519 Body Control Module (BCM) C1 Part 3 Page 1887 Fuse Block - Rear C4 Part 3 Page 5345 3. Remove the caps from the master cylinder brake pipe ends. 4. Connect the master cylinder brake pipes (1) to the modulator assembly, in the same location as removed. 5. Remove the caps from the caliper and wheel cylinder brake pipe ends. 6. Remove the plugs from the caliper and wheel cylinder ports on the modulator assembly. 7. Connect the 4 brake pipes (2) to the modulator valve, in the same location as removed. 8. Tighten all the brake pipe fittings at the brake pressure modulator valve (BPMV). ^ Tighten the brake pipe fittings to 20 Nm (15 ft. lbs.). 9. Install the EBCM. Important: Ensure that the electrical connector is correctly inserted properly into the EBCM prior to swinging the assist locking lever into position. Failure to make a proper connection may cause communication problems with the module. 10. Connect the electrical connector to the EBCM. 11. Bleed the hydraulic brake system. Important: Do NOT start the engine, but only turn the ignition switch to the ON position. 12. Perform the Diagnostic System Check - Vehicle in Vehicle DTC Information. 13. Observe the feel of the brake pedal after performing the diagnostic system check. If the pedal now feels spongy, air may have been in the secondary circuit of the brake modulator assembly, which may have been introduced into the primary circuit. If the pedal feels spongy, perform the ABS Automated Bleed Procedure. 14. Remove the shop towel and discard into an approved container. Page 7311 Air Door Actuator / Motor: Service and Repair HVAC System - Manual Air Temperature Actuator AIR TEMPERATURE ACTUATOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuse labeled HVAC CTRL (BATT). 2. Remove the left closeout panel. 3. Remove the knee bolster. 4. Remove the air temperature actuator screws. 5. Remove the air temperature actuator. 6. Remove the air temperature actuator wire harness connector. INSTALLATION PROCEDURE 1. Install the air temperature actuator wire harness connector. Page 7046 7. Wipe off any excessive grease on the intermediate shaft to avoid damage from drips on the carpet. 8. Install the instrument panel insulator panel - left side. 9. Verify that the noise is no longer present. Condition 2 There may be interference between the clamp and the steering gear input shaft. The clamp is beveled and if forced down on the input shaft too hard, it may cause a loose fit with the intermediate shaft to input shaft joint. Correction 2 To correct this condition, perform the following steps: 1. Remove the intermediate shaft pinch bolt at the steering gear end. 2. Install a new bolt, GM P/N 07845238, but do not tighten the bolt at this time. 3. Pry the clamp up using a pry bar to position the bolt into the upper part of the groove as shown above. This will position the clamp off the bevel. 4. While keeping the clamp in the upper position, tighten the bolt. Tighten Tighten the bolt to 49 Nm (36 lb ft). 5. Verify that the clunk noise is no longer present. Condition 3 Important This condition ONLY applies to 2004-2007 Chevrolet Malibu/Maxx and 2005-2007 Pontiac G6. Some customers may comment on a knocking or rattling type noise from the front of the vehicle when driven at low speeds and over bumps. The noise only occurs when the steering wheel is in the straight ahead position and sounds like the noise is in the left suspension of the vehicle or directly in front of the driver. Correction 3 1. Ensure the noise is not caused by Condition # 1. 2. Determine the source of the noise. Install the chassis ears at the following locations: - sway bar link - one side at a time - upper strut mount - one side at a time - steering gear near the pinion area - base of the steering column housing - radiator surge tank 3. If the noise is coming from the upper strut mount or sway bar link, replace as necessary and retest. 4. For 2004-2006 Chevrolet and Pontiac model year vehicles, the noise may be coming from the radiator surge tank area. (The 2007 model year vehicles use a different style radiator surge tank - refer to Step 9.) 5. If the noise is coming from the radiator surge tank, release the two retaining tabs holding the radiator surge tank and reposition the tank away from the attaching bracket and isolate with closed cell foam. 6. Cut three pieces of closed cell foam, P/N P46515 (or equivalent), into 25 mm (1 in) by 102 mm (4 in) pieces. 7. Cut two pieces of closed cell foam into 25 mm (1 in) by 6 mm (1/4 in) pieces. Page 2554 4. Install the surge tank outlet hose to the radiator. 5. Reposition the surge tank outlet hose clamp at the radiator using the J 38185. 6. Install the left headlamp assembly. 7. Install the surge tank outlet hose to the surge tank. 8. Reposition the surge tank outlet hose clamp at the surge tank using the J 38185. 9. Tilt the surge tank and lead the weld seam on the surge tank under the ribs at the rear of the mounting bracket. Page 5852 Locations Top Right Side Of Engine Page 6301 Application Table Part 2 Page 3550 Body Control Module - C3 Part 2 Page 5518 Brake Bleeding: Service and Repair Master Cylinder Bench Bleeding Master Cylinder Bench Bleeding Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint arid Electrical Components Notice in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. 1. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 2. Remove the master cylinder reservoir cap and diaphragm. 3. Install suitable fittings to the master cylinder ports that match the type of flare seat required and also provide for hose attachment 4. Install transparent hoses to the fittings installed to the master cylinder ports, then route the hoses into the master cylinder reservoir. 5. Fill the master cylinder reservoir to at least the half-way point with Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 6. Ensure that the ends of the transparent hoses running into the master cylinder reservoir are fully submerged in the brake fluid. 7. Using a smooth, round-ended tool, depress and release the primary piston as far as it will travel, a depth of about 25 mm (1 inch), several times. Observe the flow of fluid coming from the ports. As air is bled from the primary and secondary pistons, the effort required to depress the primary piston will increase and the amount of travel will decrease. 8. Continue to depress and release the primary piston until fluid flows freely from the ports with no evidence of air bubbles. 9. Remove the transparent hoses from the master cylinder reservoir. 10. Install the master cylinder reservoir cap and diaphragm. 11. Remove the fittings with the transparent hoses from the master cylinder ports. Wrap the masts cylinder with a clean shop cloth to prevent brake fluid spills. 12. Remove the master cylinder from the vise. Page 6345 Application Label Part 3 Application Label Part 4 Page 1281 3. Tighten the transaxle range switch bolts. Tighten the range switch bolts to 20 Nm (15 ft. lbs.). 4. Install the transaxle range switch lever and nut. Tighten the transaxle range switch lever retaining nut to 35 Nm (26 ft. lbs.). Important: After adjusting the switch, verify the engine only starts in Park or Neutral. If the engine starts in any other position, adjust the switch. 5. Install the shift control cable to transaxle range switch lever and verify proper operation. Page 5772 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 6623 Alignment: By Symptom Technical Service Bulletin # 04-03-06-001 Date: 040910 Steering/Suspension - Vehicle Pull/Lead Diagnosis Bulletin No.: 04-03-06-001 Date: September 10, 2004 INFORMATION Subject: Vehicle Leads/Pulls Characteristics and Diagnosis Models: 2004-2005 Chevrolet Malibu and Malibu MAXX Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction Variability in the tire construction may produce lead/pull. The rear tires will not cause lead/pull. ^ Wheel alignment ^ Brake Drag ^ Unbalanced steering gear Visual/Physical Inspection ^ Inspect for aftermarket devices which could affect the operation of any of the suspension sub-systems. ^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. ^ Inspect for proper tire size and inflation pressure. ^ Inspect for abnormal tire wear. Vehicle Leads/Pulls Alignment Diagnosis and Repair Front cross-caster and front cross-camber are the only wheel alignment parameters that influence lead or pull. If the vehicle leads/pulls to the left after performing the steps listed in SI Document ID, and the front wheel alignment parameters are found to be in specification, adjust the front left and/or right camber to achieve a cross-camber of -0.50° to -0.75°. Refer to Front Camber Adjustment, SI Document. The cross-camber is the difference between the left side camber and the right side camber (cross-camber = LH camber-RH camber). Positive cross-camber may cause the vehicle to pull to the left. For example: If the vehicle pulls to the left, adjust the cross-camber more negative and vice-versa. Steering Position and Torque Sensor Calibration Important: ONLY perform the steering position sensor and torque sensor recalibration procedure after the tires, suspension and alignment specifications have been inspected and/or corrected and the vehicle still exhibits a lead or pull condition. Failure to do so may result in additional customer lead and or pull concerns. After inspecting the suspension, tires and alignment, and if the vehicle still leads or/pulls, it may be necessary to recalibrate the steering position sensor and torque sensor. Refer to Control Module Setup, SI Document ID. Page 5383 Page 8018 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 1828 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-LF go to step 7. To disable the roof rail module-left go to step 10 and for the side impact sensor (SIS)-Left go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-LF connector. 9. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. Page 5314 All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure The following procedure provides instructions for retrieving specific diagnostic trouble codes (DTCs) and reprogramming the ABS module with new software. If specific ABS DTCs are found, one or both rear wheel bearing assemblies will need to be replaced. Important: In order to perform the following procedure, your Tech 2 must be updated with software version 24.001 or later, CD or TIS application 4.0. If your Tech 2 does not have the necessary software, you will need to update it before proceeding. 1. Turn the ignition switch to the ON position. Important: In order to perform the following procedure, the diagnostic interface module (CANdi) must be connected between the Tech 2 and the vehicle. Failure to use the CANdi module will result in failure of the Tech 2 to communicate with the necessary module on the vehicle. 2. Connect a Tech 2 (scan tool) and the CANdi module to the vehicle's diagnostic link connector (DLC), power it up and press ENTER. Important: Before reprogramming the ABS module, you must retrieve and record the occurrence of ABS DTC C0045 and/or C0050 AND the 2-character symptom byte that follows the DTC. Codes will automatically be erased during the reprogramming. 3. Select DIAGNOSTICS and retrieve any current or stored ABS DTC C0045 and/or C0050 AND the 2-character symptom byte following the DTC. Record these DTC and symptom bytes on the vehicle repair order. If ABS CTS C0045 is found, the LEFT REAR wheel bearing assembly must be replaced. If ABS DTC C0050 is found, the RIGHT REAR wheel bearing must be replaced. Proceed to the next step and perform the Service Programming. Afier programming is complete, proceed to the section titled, "Rear Wheel Bearing Replacement." Important: During the service reprogramming in the next step, DTC U2127 may be set in the body control module (BCM) and P1626 in the powertrain control module (PCM). These codes must be cleared immediately following the reprogramming. In addition, the IBCM 1(30 amp) fuse located in the underhood electrical center must be removed for 10 seconds and then reinstalled. Failure to remove and reinstall this fuse will result in the HVAC system not functioning. 4. Select SERVICE REPROGRAMMING. 5. Follow the on-screen instructions and prompts. If necessary, refer to up-to-date Techline Equipment Users Instructions. 6. Clear any DTCs set during the reprogramming. 7. Press the EXIT key as necessary and disconnect the Tech 2 and CANdi module from the vehicle. 8. Open the hood. 9. Remove the battery cover and fuse cover. Locations Page 7735 3. Install the remaining side SIR module fasteners. Tighten Tighten the fasteners to 5 N.m (44 lb in). 4. Install the hook on the curtain tether to the windshield pillar. Snap the hook retainer into place. 5. Install the headliner and the garnish moldings to the vehicle. 6. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 2 or to SIR Disabling and Enabling Zone 6. 7. After replacing the module, deploy the old module before disposal. If the module was replaced under warranty, fully deploy and dispose of the module after the required retention period. Deployment Procedures DEPLOYMENT PROCEDURES The inflator module can be deployed inside or outside of the vehicle. The method used depends upon the final disposition of the vehicle. Review the procedures in order to determine which will work best in a given situation. Inflatable Restraint Steering Wheel Module Replacement INFLATABLE RESTRAINT STEERING WHEEL MODULE REPLACEMENT TOOLS REQUIRED J 44298 Driver Air Bag Removal Tool REMOVAL PROCEDURE 1. Remove the steering column trim covers. CAUTION: - Refer to SIR Inflator Module Handling and Storage Caution in Service Precautions. - A deployed dual stage inflator module will look the same whether one or both stages were used. Always assume a deployed dual stage inflator module has an active stage 2. Improper handling or servicing can activate the inflator module and cause personal injury. - Refer to SIR Caution in Service Precautions. 2. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 3. Instruments - DIC Messages Missing Body Control Module: All Technical Service Bulletins Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Page 1499 This bulletin is being issued to revise the Trim Height Specifications (for 2005) and the Wheel Alignment Specifications (for 2004 and 2005) in the Wheel Alignment sub-section of the Service Manual. Please replace the current information in the Service Manual with the information shown. The information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Disclaimer A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set Wiring Harness: All Technical Service Bulletins A/T - MIL/SES Lamp ON/Multiple A/T DTC's Set Bulletin No.: 02-07-30-022B Date: October 20, 2003 TECHNICAL Subject: Service Engine Soon (SES) Light On With DTCs P0716 and/or P0717, P0730, P0753, P0758, P1860, P1887, or other Miscellaneous Transmission Trouble Codes Set (Repair Wiring at Transaxle Wiring Pass-thru Connector) Models: 2000-2004 Buick Century, LeSabre, Park Avenue, Regal 2003-2004 Buick Rendezvous 2000-2001 Chevrolet Lumina 2000-2004 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture 2004 Chevrolet Classic 2000-2002 Oldsmobile Intrigue 2000-2003 Oldsmobile Aurora 2000-2004 Oldsmobile Alero, Silhouette 2000-2004 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire 2001-2004 Pontiac Aztek 2000 Toyota Cavalier with 4T65-E, 4T40-E or 4T45-E Transaxle (RPOs MN3, MN7, M15, M76, MN4, MN5) Supercede: This bulletin is being revised to add the 2004 model year as well as the Chevrolet Classic model. Please discard Corporate Bulletin Number 02-07-30-022A (Section 07-Transmission/Transaxle). Condition Some customers may comment that the Service Engine Soon (SES) indicator is illuminated and that while the light is illuminated, transmission shifts are extremely harsh. Cause These types of conditions may be caused by an intermittent connection at the transaxle 20-way connector to the wiring harness interface. Correction If a DTC was recorded and the Freeze Frame and Failure Records back it up, a problem existed at one time with the wiring and/or the connectors between the transaxle and the PCM. Therefore, a thorough inspection and/or repair of the wiring harness at the transaxle 20-way connector for one or more of the following conditions may be warranted. ^ The wiring harness is stretched too tightly or other components are pressing on the connector body itself causing a downward pressure on the connector body and possible intermittent contact of the wiring terminals. Ensure proper clearance to any other components and wiring (i.e. hoses, battery cables, etc.). ^ The terminals are not fully seated into the cavity of the connector body. ^ The male terminals in the transaxle portion of the connector may be in the wrong position (i.e. bent). ^ The female terminals may be loose and are not making proper contact. Check the tension with the proper terminal tester from the GM Terminal Test Kit J 35616-A or J 35616-92. If the tension is low, replace the terminal. Do not try to re-form the terminal. ^ The crimp of the terminal to the wire may not be satisfactory (i.e. loose, over insulation, etc.). ^ The wiring connector is not properly seated and locked in position. Ensure proper seating of the connector into the transaxle and that the connector is properly locked in place. Warranty Information Page 3419 Knock Sensor: Service and Repair KNOCK SENSOR (KS) REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Disconnect the knock sensor wiring harness electrical connector. 3. Remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the knock sensor. Tighten Tighten the knock sensors to 25 N.m (18 lb ft). 2. Connect the knock sensor wiring harness electrical connector. 3. Lower the vehicle. Body Control Module (BCM) C1 Body Control Module: Diagrams Body Control Module (BCM) C1 Body Control Module - C1 Part 1 Page 1737 3. Install the suction hose. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the liquid line bracket bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 5. Install the refrigerant pressure sensor wire harness connector. 6. Install the line clip to the dash. Page 5551 3. Remove the caps or plugs from the brake caliper opening and the brake hose. Important: Do not reuse the copper brake hose gaskets. 4. Install NEW copper brake hose gaskets (2) to the brake hose-to-caliper bolt (1) and to the brake hose (3). 5. Install the brake hose and the brake hose-to-brake caliper bolt to the brake caliper. ^ Tighten the bolt to 50 Nm (37 ft. lbs.). 6. Bleed the hydraulic brake system. 7. Remove the wheel nuts retaining the brake rotor to the wheel hub. 8. Install the tire and wheel assembly. 9. Lower the vehicle. 10. With the engine OFF, gradually apply the brake pedal to approximately 2/3 of its travel distance. 11. Slowly release the brake pedal. 12. Wait - 5 seconds, then repeat steps 12 and 13 until a firm brake pedal apply is obtained; this will properly seat the brake caliper piston and brake pads. Rear Brake Caliper Replacement- Rear Removal Procedure Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint arid Electrical Components Notice in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, no brake fluid needs to be removed from the reservoir before proceeding. 3. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, remove brake fluid to the midway point before proceeding. 4. Raise and suitably support the vehicle. 5. Remove the tire and wheel assembly. Page 5763 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 6003 Fuse Block - Underhood C3 Part 3 Page 222 networks, and will not require an upgrade in connection with the cellular industry's transition to the digital network. In order to verify the type of OnStar(R) Hardware in a vehicle, type the VIN into the VIN look-up tool, which is available at the OnStar(R) Online Enrollment website within GM GlobalConnect (for U.S. dealers) or InfoNet (for Canadian dealers). Disclaimer Page 3665 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 4638 Disclaimer Page 844 Seat Adjuster Switch - Driver (6-Way) Page 5740 Page 1702 4. Install the surge tank outlet hose to the radiator. 5. Reposition the surge tank outlet hose clamp at the radiator using the J 38185. 6. Install the left headlamp assembly. 7. Install the surge tank outlet hose to the surge tank. 8. Reposition the surge tank outlet hose clamp at the surge tank using the J 38185. 9. Tilt the surge tank and lead the weld seam on the surge tank under the ribs at the rear of the mounting bracket. Page 7204 Disclaimer Page 40 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 3904 Steps 6 - 10 Page 6726 ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the driver/left outer trim cover to the instrument Panel (I/P). 5. Connect the seat belt pretensioner-LF connector. 6. Install the CPA to the seat belt pretensioner-LF connector. 7. Install the left/driver lower center pillar trim. Page 6324 Fuse Block - Underhood C1 Part 1 Ignition Lock - Key Hard to Remove When Cold Ignition Lock Cable: Customer Interest Ignition Lock - Key Hard to Remove When Cold Bulletin No.: 04-08-49-011 Date: March 29, 2004 TECHNICAL Subject: Difficult to Remove Key From Ignition In Cold Temperature (Adjust Park Lock Cable By Installing Clip) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F166466 Condition Some customers may comment that it is difficult to remove the key from the ignition. This condition is more likely to occur in cold temperatures. Cause The park lock cable may be binding at the ignition switch. Correction DO NOT REPLACE THE IGNITION SWITCH, LOCK CYLINDER OR KEY. This concern may be corrected by installing a clip which will keep the park lock cable from binding at the ignition switch. The following procedure should be followed for proper installation location of the clip. 1. Remove the driver's side I/P side panel. 2. Drop down the close-out panel which clips to the left knee bolster. 3. Remove the left knee bolster - 4 screws, to gain access to the ignition switch. 4. Remove park lock cable from key housing. 5. Fully install the clip, P/N 10279160, on the inboard side of the ignition switch housing where the park lock cable clips into the ignition switch. 6. Re-install park lock cable and insure that it fully seats into key housing. 7. If the vehicle is equipped with adjustable pedals, make sure the park lock cable is routed to the inboard side of the motor for the adjustable pedals. 8. Reinstall the left knee bolster - 4 screws. 9. Attach the close-out panel to the knee bolster. Page 273 The number above refers to the step number on the diagnostic table. DTC U0073 or U2100 DTC Descriptors DTC U0073 00: Control Module Communication Bus Off DTC U0073 71: ECU HS Bus Off DTC U0073 72: ECU LS Bus Off DTC U2100 00: Controller Area Network (CAN) Bus Communication DTC U2100 47: Controller Area Network (CAN) Bus Communication Circuit/System Description The serial data circuits are serial data buses used to communicate information between the control modules. The serial data circuits also connect directly to the data link connector (DLC). Conditions for Running the DTCs Supply voltage at the modules are in the normal operating range. The vehicle power mode requires serial data communications. Conditions for Setting the DTC The module setting the DTC has attempted to establish communications on the serial data circuits more than 3 times. Page 5037 Constant Velocity Joint: Service and Repair Outer Joint and Seal Replacement Wheel Drive Shaft Outer Joint and Seal Replacement Tools Required ^ J 8059 Snap Ring Pliers ^ J 35910 Drive Axle Seal Clamp Pliers Removal Procedure 1. Remove the large seal retaining clamp from the CV joint with a side cutter. Discard the seal retaining clamp. 2. Use a hand grinder to cut through the swage ring in order to remove the swage ring. 3. Separate the driveshaft outboard seal from CV joint outer race (1) at large diameter. 4. Slide the seal (5) away from joint along driveshaft bar (4). 5. Wipe the grease from the face of the CV joint inner race (2). 6. Spread the ears on the race retaining ring (3) with J 8059. 7. Remove the CV joint assembly (1) from the driveshaft bar (4). 8. Remove the driveshaft outboard seal (5) from the driveshaft bar (4). 9. Discard the old outboard seal. 10. Place a brass drift against the CV joint cage (1). 11. Tap gently on the brass drift with a hammer in order to tilt the cage (1). 12. Remove the first chrome alloy ball (2) when the CV joint cage (1) tilts. 13. Tilt the CV joint cage (1) in the opposite direction to remove the opposing chrome alloy ball (2). 14. Repeat this process to remove all 6 of the balls. Page 1891 Fuse Block - Underhood C2 Part 1 Page 8450 Page 8161 Page 1472 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview DIAGNOSTIC STARTING POINT - COMPUTER/INTEGRATING SYSTEMS Begin the system diagnosis with Diagnostic System Check - Vehicle in Vehicle DTC Information. The Diagnostic System Check - Vehicle will provide the following information: - The identification of the control modules which are not communicating. - The identification of any stored diagnostic trouble codes (DTCs) and their status. The use of the Diagnostic System Check - Vehicle will identify the correct procedures to begin vehicle diagnosis. These must be performed before system DTC or symptom diagnosis. Page 7185 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer A/T - Shift Lock Control Feature Function Shift Interlock: Technical Service Bulletins A/T - Shift Lock Control Feature Function Bulletin No.: 03-07-30-043A Date: May 25, 2006 INFORMATION Subject: Information Regarding Automatic Transmission Shift Lock Control Function Models: 2007 and Prior Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X with Automatic Transmission Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 03-07-30-043 (Section 07 - Transmission/Transaxle). This bulletin is being issued to better explain how the Automatic Transmission Shift Lock Control (formerly known as Brake Transmission Shift Interlock (BTSI)) feature is intended to operate. Revised wording regarding the shift lock control system began appearing in the Owner Manuals beginning with the 2004 model year. The shift lock control feature was intended to prevent drivers from shifting out of Park with the vehicle running without the brakes applied. However, if the ignition switch is in the Accessory (ACC) position, it may be possible on some vehicles to move the shift lever out of Park WITHOUT first activating the brake. The shift lock control system is ONLY active when the ignition switch is in the RUN or ON position. This means that when the ignition switch is in the RUN or ON position, the shift lever cannot be moved out of the Park position without activating the brake. Some owners may feel that the shift lock control system prevents an unattended child from moving the vehicle. Please stress to owners, as stated in the Owner Manual, that children should NEVER be left unattended in a vehicle, even if the ignition key has been removed from the vehicle. Disclaimer Specifications Page 8183 7.1. Remove the console (A) together with the OnStar(R) control modules. 7.2. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 8. CV: Removing the OnStar(R) control modules and securing the wiring: Adjustment/Replacement. 8.1. Open the luggage compartment floor. Page 6573 Disclaimer Page 3852 For vehicles repaired under the terms of this special coverage, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special coverage condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs to correct broken fuel caps are to be submitted to the dealer prior to or by November 30, 2007. Repairs must have occurred within the 10 years of the date the vehicle was originally placed in service, or 193,000 km (120,000 miles), whichever occurs first. When a customer requests reimbursement, they must provide the following: ^ Proof of ownership at time of repair. ^ Originally paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductibles), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Customer Reimbursement - For Saturn US Only All customer requests for reimbursement for previous repairs for the Special Coverage condition are handled by submitting a reimbursement claim form directly to Saturn retailers for processing; however, if customers choose, they may file a claim through the Saturn Customer Assistance Center. Disclaimer Service Procedure Customers may inform technicians that the Malfunction Indicator Light (MIL) or Service Engine Soon (SES) light is on and/or the fuel cap can not be tightened or removed. Notice: The DTC diagnostic labor time for this Special Coverage covers evaporative code diagnosis related to defective fuel caps. Additional diagnostic time related to other problems (purge valve, fuel tank, etc.) are not covered by this Special Coverage and is the responsibility of the owner. ^ If the SES light is illuminated, record the Diagnostic Trouble Codes (DTC) using the Tech 2. Page 5547 7. Using a small wooden or plastic tool, remove the piston seal from the caliper bore and discard the piston seal. 8. Inspect the operation of the integral park brake mechanism. Rotate the park brake lever back and forth while observing the movement of the park brake mechanism actuator assembly in the caliper bore. Important: The park brake lever, lever return spring and actuator shaft seal are not serviceable components of the integral park brake mechanism. Do not disassemble the integral park brake mechanism. 9. If the integral park brake mechanism was not operating properly (binding or seized), replace the brake caliper assembly. Installation Procedure Important: Do not use abrasives to clean the brake caliper piston. 1. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 2. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 3. Clean the brake caliper piston bore and seal counterbore, the caliper piston, and the caliper sleeves with denatured alcohol, or equivalent. 4. Dry the caliper piston bore and counterbore, the piston, and the sleeves with non-lubricated, filtered air. 5. Inspect the caliper piston for cracks, scoring, damage to the chrome plating, and/or damage to the integral adjusting mechanism. Replace the caliper piston if any of these conditions exist. 6. Inspect the caliper mounting holes for cracks, scoring, pitting, rust, and/or excessive corrosion. Replace the caliper assembly if any of these conditions exist. 7. Lubricate the new piston seal with Delco Supreme 11-, GM P/N 12377967 (Canadian P/N 992667) or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 8. Install the lubricated, new piston seal into the caliper bore. Page 4522 For vehicles repaired under warranty, use the table. Disclaimer Front Wheel Bearing: Service and Repair Front Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Removal Removal Procedure 1. Raise the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft nut. 4. Remove the brake rotor. 5. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 6. Remove the wheel speed sensor connector from the bracket by depressing the locking tabs, if equipped with ABS. Notice: Avoid tool contact to the outer constant velocity boot seal when removing the wheel bearing mounting bolts. Failure to observe this notice may result in damage to the CV boot. 7. Remove the 3 hub and bearing assembly bolts. 8. Install the J 42129 to the hub and bearing assembly in order to remove the hub and bearing assembly from the wheel drive shaft. Page 1196 Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). 3. Connect the H02S 1 electrical connector. Page 3890 Fuel Injector: Description and Operation FUEL INJECTORS The Multec 2 fuel injector assembly is a solenoid operated device, controlled by the PCM, that meters pressurized fuel to a single engine cylinder. The PCM energizes the high-impedance (12.0 ohms) injector solenoid (2) to open a normally closed ball valve (3). This allows fuel to flow into the top of the injector, past the ball valve, and through a director plate at the injector outlet. The director plate has four machined holes that control the fuel flow, generating a spray of finely atomized fuel at the injector tip. Fuel from the injector tip is directed at the intake valve, causing it to become further atomized and vaporized before entering the combustion chamber. An injector stuck partly open can cause a loss of pressure after engine shutdown. Consequently, long cranking times would be noticed on some engines. Page 7085 5. Install the axle nut to the wheel drive shaft, hand tighten the wheel drive shaft nut. 6. Install the brake rotor. 7. Install the wheel drive shaft nut to the wheel drive shaft. 8. Use a screw driver or similar tool to stop the rotation of the brake rotor. ^ Tighten the wheel drive shaft nut to 215 Nm (159 ft. lbs.). 9. Install the tire and wheel assemblies. Page 3308 Engine Control Module: Description and Operation Electronic Ignition (EI) System POWERTRAIN CONTROL MODULE (PCM) The PCM controls all ignition system functions, and constantly corrects the basic spark timing. The PCM monitors information from various sensor inputs that include the following: - The throttle position (TP) sensor - The engine coolant temperature (ECT) sensor - The mass airflow (MAF) sensor - The intake air temperature (IAT) sensor - The vehicle speed sensor (VSS) - The transmission gear position or range information sensors - The engine knock sensor (KS) Page 5467 Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. 9. Without disconnecting the hydraulic brake flexible hose, pivot the caliper upward and secure the caliper with heavy mechanics wire (1), or equivalent. 10. Remove the brake pads (2) from the caliper mounting bracket. 11. Remove the brake pad retainers (2) from the caliper bracket (1). 12. Thoroughly clean the brake pad hardware mating surfaces of the caliper bracket (1), of any debris and corrosion. 13. Inspect the brake caliper guide pins for freedom of movement, and inspect the condition of the guide pin boots. Move the guide pins inboard and outboard within the bracket bores, without disengaging the slides from the boots, and observe for the following: ^ Restricted caliper guide pin movement ^ Looseness in the brake caliper mounting bracket ^ Seized or binding caliper guide pins ^ Split or torn boots 14. If any of the conditions listed are found, the brake caliper guide pins and/or boots require replacement. Installation Procedure Page 6427 C100 Engine Harness To Automatic Transmission Harness Part 2 Page 5482 If performing routine Brake Service for worn pads only, and the rotors are not damaged and measure within specification - DO NOT REFINISH ROTORS. 1. Remove the rotor(s). 2. Measure the rotor for original thickness using a brake micrometer. Multiple measure points should be taken and the lowest measurement should be recorded. 3. Reference the Minimum Thickness specification stamped on the backside of the rotor or SI for Minimum Thickness specification/other. In most cases, the rotor should be refinished unless the measurement taken makes it obvious that refinishing the rotor would take the measurement under the Minimum Thickness specification (then replacement is necessary). DO NOT use any other manufacturers rotor specifications. 3. ***Record the lowest ORIGINAL rotor thickness measurement on the repair order hard copy as noted in the "Repair Order Documentation - Rotor Refinish" section of this bulletin. 4. Clean all of the mating surfaces between the hub, the rotor and the wheel using the J 42450A Wheel Hub Cleaning Kit and J 41013 - Whiz Wheel(R). If rotors are not to be refinished - Go To Step 8. Important Cleaning all mating surfaces and making them free of corrosion, burrs and other debris (which includes removal of Hubless rotors) is critical and MUST be performed whether using an On-Car or Bench Lathe Refinish Procedure. 5. Be sure to follow the appropriate refinishing procedure listed below for the type of lathe you are using. Important Only replace the rotors if they do not meet the Minimum Thickness specification. Important DO NOT REFINISH NEW ROTORS. Important Only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. Important Prior to making the cut, install the recommended clip-on style disc silencer supplied with the lathe. Use of this silencer is critical to prevent chatter from occurring during the cut. Bench Type Lathe 1. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and parallel surfaces. 2. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of debris or burrs. For more information, see the "Brake Lathe Calibration Procedure (Bench-Type)" section in this bulletin. 3. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn 4. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 5. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 6. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 7. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. On-Car Type Lathe 1. Reinstall the rotor(s). Important Page 6377 Disclaimer Page 1186 Heated Oxygen Sensor (HO2S) Bank 2 Sensor 1 Page 4215 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 4761 Page 3311 Engine Control Module: Testing and Inspection POWERTRAIN RELAY DIAGNOSIS CIRCUIT DESCRIPTION The powertrain relay is a normally open relay. The relay armature is held in the open position by spring tension. Battery positive voltage is supplied directly to the relay coil and the armature contact at all times. The powertrain control module (PCM) supplies the ground path to the relay coil control circuit, via an internal integrated circuit, called an output driver module. When the PCM commands the relay ON, the relay coil creates an electromagnetic field. This electromagnetic field overcomes the spring tension and pulls the armature contact into the stationary contact of the relay load circuit. The closing of the relay contacts allows the current to flow from the battery to the following fuses and relays: - ETC fuse - Emission fuse - A/C relay - Air pump relay, if equipped When the ignition switch is turned to the OFF position, power is interrupted to the output driver module in the PCM, and the relay electromagnetic field collapses. This action allows the spring tension pulling on the armature to separate from the relay load circuit contact, which interrupts current flow to the fuses and relays. If the powertrain relay fails to close, the engine will crank, but will not run. The class 2 communications will be available with the use of a scan tool. The powertrain relay system diagnosis table assumes that the vehicle battery is fully charged. TEST Steps 1 - 3 Page 4485 Phase three will eliminate the oil pump body 0-ring seal groove and the 0-ring seal. Beginning March 2004, a new stamped carrier molded rubber seal (2) will be used to seal the pump assembly to the transmission case. The pump sealing surface is now the outer diameter of the pump and the inner diameter (1) of the transmission case bore. Unlike the current 0-ring seal, which is installed on the oil pump body, the new seal is installed after the pump assembly is properly positioned and torqued in place. Seating the seal is accomplished when the torque converter housing is installed, which presses the seal (3) into position between the pump and the case bore (1). As a result of the modified casting and the deeper pump bore machining, the area between the oil pan mounting surface and the pump bore has decreased. Because of the reduced material in this area (1) it is necessary to use the shorter oil pan attaching bolts (2). Early pan bolts (3), before November 2002, should not be used with the modified case design, since they are 1.0 mm (0.39 in) longer and could deform the chamfer surface (4). Service Information Page 3006 2. Install the HO2S 1. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). 3. Connect the H02S 1 electrical connector. Page 7441 Control Module HVAC: Description and Operation HVAC SYSTEM - MANUAL AIR DELIVERY HVAC CONTROL MODULE The HVAC control module is a non-GMLAN device that interfaces between the operator and the HVAC system to maintain air temperature and distribution settings. The battery positive and ignition 3 voltage circuits provide power to the control module. The HVAC control module during defrost mode will change the a/c compressor LED status from on to off. The control head displays recirc, outside air, a/c and rear defrost feedback status through LED indicators. The HVAC control head will display NO COMMUNICATION when checking DTCs or doing a vehicle diagnostic system check refer to Diagnostic Trouble Code (DTC) List - Vehicle and Diagnostic System Check Vehicle in Vehicle DTC Information. The control module supports the features as shown in the table. HVAC SYSTEM - AUTOMATIC HVAC CONTROL MODULE The HVAC control module is a GMLAN device that interfaces between the operator and the HVAC system to maintain air temperature and distribution settings. The control module communicates on the low-speed data bus. The battery positive voltage circuit provides power that the control module uses for keep alive memory (KAM). If the battery positive voltage circuit loses power, then all HVAC DTCs and settings will be erased from KAM. The temperature display reading at the control head can be converted from °C to °F by pressing the Auto button for a minimum of 3 seconds. The ignition 3 voltage circuit provides a device on signal. The control module supports the features as shown in the table. BLOWER MOTOR CONTROL PROCESSOR The blower motor control processor is an interface between the HVAC control module and the blower motor. The blower motor speed control, battery positive voltage and ground circuits enable the control processor to operate. The HVAC control module provides a pulse width modulation (PWM) signal to the control processor in order to command the blower motor speed. The processor supplies 12 volts to the blower motor through the blower motor voltage supply circuit. The control processor uses the blower motor ground as a low side control to adjust the blower motor speed. Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Band Apply Servo: All Technical Service Bulletins A/T - 4T65-E Fluid Leaks From Reverse Servo Cover Bulletin No.: 04-07-30-028A Date: January 12, 2006 TECHNICAL Subject: 4T65-E Automatic Transmission Fluid Leak From Reverse Servo Cover (Replace Reverse Servo Cover Seal) Models: 2005 and Prior Cars and Light Duty Trucks with Automatic Transmission 4T65-E (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to announce an improved reverse servo cover seal is available from GMSPO and to advise technicians that it is no longer necessary to replace the reverse servo cover when replacing the seal. The 2005 model year vehicles are also being added. Please discard Corporate Bulletin Number 04-07-30-028 (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a fluid leak under the vehicle. A transmission fluid leak may be noted during the Pre-delivery Inspection (PDI). Cause A possible cause of a transmission fluid leak usually only during cold ambient temperatures below -6.7°C (20°F) may be the reverse servo cover seal. The reverse servo cover seal may shrink in cold ambient temperatures causing a transmission fluid leak. Correction Follow the diagnosis and repair procedure below to correct this condition. 1. Diagnose the source of the fluid leak. 2. If the source of the transmission fluid leak is the reverse servo cover, replace the reverse servo cover seal with P/N 24235894. Refer to Reverse Servo Replacement in the appropriate Service Manual. Page 6717 6. Remove the left/driver outer trim cover from the I/P. 7. Remove the connector position assurance (CPA) from the steering wheel module coil connector. 8. Disconnect the steering wheel module coil connector from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the left outer trim cover to the I/P. Page 5156 Page 7062 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Diagram Information and Instructions Auxiliary Power Outlet: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Service and Repair Trailing Arm: Service and Repair Trailing Arm Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel. 3. Remove the trailing arm bracket to body bolts. 4. Remove the trailing arm to knuckle through bolt. 5. Disconnect the parking brake cable from the trailing arm. 6. Remove the trailing arm from the vehicle. Page 3395 Step 5 Page 5858 Page 3380 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 1888 Fuse Block - Underhood C1 Part 1 Page 8100 Antenna Cable: Service and Repair Antenna Cable Replacement ANTENNA CABLE REPLACEMENT REMOVAL PROCEDURE 1. Remove the headliner. 2. Remove the rear window shelf panel. 3. Remove the antenna cable from the vehicle. INSTALLATION PROCEDURE 1. Install the antenna cable to the vehicle. 2. Install the rear window shelf panel. 3. Install the headliner. Page 403 ^ On 2002 Sevilles and DeVilles, the GPS jumper cable MUST be unclipped from the back seat cross brace, or unplugged from the VCIM first. DO NOT pull back on the mounting bracket until the GPS antenna jumper cable is unclipped from the back seat cross brace or unplugged from the VCIM. The short length of jumper cable does not allow the VCIM mounting bracket to be pulled back very far, and could lead to a break at the VCIM connector. ^ On 2000-2002 Bonnevilles and LeSabres and 2001-2002 Auroras you will need to follow these steps: 1. Remove the 4 nuts that secure the VCU/VIU bracket assembly to the rear seat back brace. Note: Save these nuts for later use. 2. Remove and discard the plastic VCU/VIU bracket assembly from the vehicle. 3. Remove the upper right stud (1) from the rear seat back brace and re-install in the middle lower slot (2) on the brace. Tighten the fastener to 4 Nm (36 lb in). 4. Position the new VCIM in the vehicle over the studs on the rear seat back brace. 5. Install two of the nuts saved from step (1). Tighten the nuts to 4 Nm (36 lb in). 6. Connect the new OnStar jumper harness supplied in the kit to the VCIM (two white connectors) and the body wiring harness (C345 connector). 7. Connect the small coaxial jumper cable supplied in the kit, to the VCIM, with the end that has a blue plastic housing connector. Plug the other end of this coaxial jumper cable to the OnStar Global Positioning Satellite (GPS) antenna coaxial cable at the right angle connector. Note: The GPS cable in the new OnStar jumper harness is not utilized. 8. Connect the cellular coaxial cable to the OnStar VCIM. On 2001 Impala and Monte Carlos you will need to follow these steps: 9. Remove the Vehicle Communications Unit (VCU) and Vehicle Interface Unit (VIU) following the procedures listed in SI. Save the bracket nuts for later use. Page 2699 3. Remove the 3 exhaust pipe nuts at the manifold. 4. Remove the nuts at the outlet of the catalytic converter to crossover pipe. 5. Inspect the exhaust pipe-to-exhaust manifold flange. Exhaust Pipe to Manifold Flange Warpage: ^ Service Limit: 0.7 mm (0.028 inch) max. ^ Standard: 0.7 mm (0.028 inch) max. Installation Procedure 1. Install a new gasket on the exhaust manifold studs. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the front exhaust pipe-to-manifold nut and bolts. ^ Tighten the exhaust pipe-to-manifold nut and bolts to 31 Nm (23 ft. lbs.). 3. Install the catalytic converter outlet gasket and fasten the outlet to crossover pipe with the nuts. ^ Tighten the catalytic convertor to crossover pipe nuts to 31 Nm (23 ft. lbs.). 4. Install HO2S 2 using the J39194-B. ^ Tighten the oxygen-sensor-to-exhaust manifold to 45 Nm (33 ft. lbs.). 5. Lower the vehicle to the ground, start the engine, and check for exhaust leaks. Page 1372 Page 6458 C500 Body Harness To Left Front Door Harness Part 2 Page 5279 Page 4674 1. Cut the park lock cable adjuster and cable off at the location just before the end of the adjuster barb. 2. Tie the inhibitor end of the new cable to the old cable in an overlapping fashion using zip ties or electrical tape. 3. Carefully use the old cable to route the new cable. If the cable becomes stuck, move the lower part of the cable toward the RH side of the vehicle while pulling the upper half gently. 4. The cable is routed between the HVAC plenum and the vehicle cowl. Important: When installing a new park/lock cable, keep the shipping cover gage attached until you are instructed to detach it. The shipping cover gage will aid in the proper positioning of the cable. 5. Ensure that the cable lock button is in the up position. Place the shift lever in P (Park). 6. Snap the control cable connector into the automatic transmission control. 7. Place the ignition key in the RUN position. Important: Do not insert the cable with the key in any other position. 8. Snap the control cable into the inhibitor housing until the snap lock is seated. Page 1493 Frame Angle Measurement (Express / Savana Only) ........ Page 831 Power Door Lock Switch: Service and Repair Power Door Lock Switch Replacement - Front - Right POWER DOOR LOCK SWITCH REPLACEMENT - FRONT - RIGHT REMOVAL PROCEDURE 1. Remove the door trim panel. 2. Release the tabs and push the door switch bezel from the door trim. 3. Disconnect the electrical connectors from the door lock switch. 4. Remove the switch from the bezel. INSTALLATION PROCEDURE 1. Install the switch to the bezel. 2. Connect the electrical connectors to the switch. 3. Install the door switch bezel to the door trim. 4. Install the door trim panel. Page 3034 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the camshaft position (CMP) sensor electrical connector. 2. Remove the CMP sensor bolt. 3. Remove the CMP sensor. 4. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil and replace the O-ring if damaged. 2. Install the CMP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CMP sensor bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. Page 2799 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Page 5589 5. Remove the 4 insulator bolts that attach the BPMV to the bracket. 6. Carefully lift the brake modulator assembly just enough to clear the bracket, then support the assembly. 7. Remove the bracket from the vehicle. Installation Procedure 1. Install the bracket to the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 insulator bolts. ^ Tighten the bolts to 10 Nm (86 inch lbs.). 3. Install the 3 nuts that attach the bracket to the left front wheelhouse. ^ Tighten the nuts to 10 Nm (86 inch lbs.). 4. Install the left front tire and wheel assembly. 5. Lower the vehicle. Page 2375 9. Install the thermostat. 10. Install the water outlet bolts. 11. Install the ECT sensor. ^ Tighten the ECT sensor to 20 Nm (15 ft. lbs.). Page 5918 Description and Operation Cabin Temperature Sensor / Switch: Description and Operation AIR TEMPERATURE Air Temperature Sensors The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors: Ambient - Inside - Upper duct air temperature sensor - Lower duct air temperature sensor A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor signal decreases as the resistance decreases. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts. The inside air temperature sensor is located within the HVAC control module. Replacement of this sensor involves the replacement of the HVAC control module. The inside air temperature sensor operates within a temperature range between -40 to +185°C (-40 to +365°F). If the sensor is shorted to ground, voltage, or an open, the system will operate using an estimated default value to allow the system to operate. The ambient temperature sensor operates within a temperature range between -40 to +87.5°C (-40 to +189.5°F). The sensor signal is read by the BCM, scaled appropriately and transmitted to the HVAC Control Module through the Low Speed bus.If the sensor is shorted to ground, voltage, or an open, the system will operate using a signal scaled appropriately to allow the system to operate. The duct temperature sensor temperature response is different from the ambient and inside sensors. A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases the sensor resistance decreases. The sensor operates within a temperature range between -40 to +80°C (-40 to +176°F). Page 2801 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6669 Front Steering Knuckle: Technical Service Bulletins Steering - Ball Stud to Knuckle Torque Spec. Revised Bulletin No.: 04-03-08-009 Date: June 14, 2004 SERVICE MANUAL UPDATE Subject: Revised Ball Stud to Steering Knuckle Nut Tightening Specification Models: 2004 Chevrolet Malibu This information is being issued to revise the ball stud to steering knuckle nut tighting specification in the Front Suspension sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. First pass - 50 Nm (37 lb-ft.) Reverse nut 3/4 turn Second pass - 50 Nm (37 lb-ft.) + 40 degrees The following documents have been updated in SI: ^ Document ID # 1245622 - Fastener Tightening Specifications ^ Document ID # 1243022 - Lower Control Arm Replacement Disclaimer Page 4439 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 3941 5. Install the fuel injector electrical wiring harness to the fuel rail. 6. Connect the fuel injector electrical connectors. 7. Push the slide locks (2) into position. 8. Connect the main fuel injector electrical harness connector. 9. Install the fuel feed pipe to the fuel rail. 10. Install the upper intake manifold. 11. Connect the negative battery cable. 12. Inspect for fuel leaks with the following procedure: 12.1. Turn ON the ignition for 2 seconds. 12.2. Turn OFF the ignition for 10 seconds. 12.3. Turn ON the ignition. 12.4. Inspect for fuel leaks. Page 745 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 2 Stub Axle Shaft Sleeve and Seal Replacement Output Shaft: Service and Repair Stub Axle Shaft Sleeve and Seal Replacement Stub Axle Shaft Sleeve and Seal Replacement Tools Required ^ J 38868 Shaft Removal Tool ^ J 6125-1B Slide Hammer ^ J 23129 Universal Seal Remover ^ J 41102 Axle Seal Installer Removal Procedure Important: Do not damage the seal bore or the sleeve assembly. Fluid leaks may result. 1. Raise and support the vehicle. 2. Remove the drive axle assembly. 3. Remove the snap ring from the stub axle shaft. Discard the snap ring. Do not reuse. 4. Remove the stub shaft from the transmission. Use the J 6125-1B and the J 38868. 5. Pull lightly on the shaft. Rotate the shaft until the stub shaft snap ring at the differential seats in the taper on the differential side gear. 6. Remove inner snap ring. 7. Remove the right hand axle seal from the transmission. Use the J 23129 and the J 6725-1B. Installation Procedure Important: The stub axle shaft sleeve and seal must be replaced together. DO NOT replace the sleeve or seal separately. Page 8159 Models The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005 Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued September 2008. Condition In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no longer be required to support the analog wireless network beginning in 2008. As a result, On Star(R) is unable to continue analog service. OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or near deployment, the customer may hear a recording that OnStar(R) is being contacted. However, since analog service is no longer available, the call will not connect to OnStar(R). To end the call, the customer must press the white phone or white dot button. If the call is not ended, the system will continue to try to connect to OnStar(R) until the vehicle battery is drained. Special Policy Adjustment At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service will be made at no charge to the customer. This special coverage covers the condition described above until December 31, 2008 for all non-Saab vehicles; April 30, 2009 for all Saab vehicles. Vehicles Involved Page 3392 Steps 6-8 Page 52 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 290 ^ On 2002 Sevilles and DeVilles, the GPS jumper cable MUST be unclipped from the back seat cross brace, or unplugged from the VCIM first. DO NOT pull back on the mounting bracket until the GPS antenna jumper cable is unclipped from the back seat cross brace or unplugged from the VCIM. The short length of jumper cable does not allow the VCIM mounting bracket to be pulled back very far, and could lead to a break at the VCIM connector. ^ On 2000-2002 Bonnevilles and LeSabres and 2001-2002 Auroras you will need to follow these steps: 1. Remove the 4 nuts that secure the VCU/VIU bracket assembly to the rear seat back brace. Note: Save these nuts for later use. 2. Remove and discard the plastic VCU/VIU bracket assembly from the vehicle. 3. Remove the upper right stud (1) from the rear seat back brace and re-install in the middle lower slot (2) on the brace. Tighten the fastener to 4 Nm (36 lb in). 4. Position the new VCIM in the vehicle over the studs on the rear seat back brace. 5. Install two of the nuts saved from step (1). Tighten the nuts to 4 Nm (36 lb in). 6. Connect the new OnStar jumper harness supplied in the kit to the VCIM (two white connectors) and the body wiring harness (C345 connector). 7. Connect the small coaxial jumper cable supplied in the kit, to the VCIM, with the end that has a blue plastic housing connector. Plug the other end of this coaxial jumper cable to the OnStar Global Positioning Satellite (GPS) antenna coaxial cable at the right angle connector. Note: The GPS cable in the new OnStar jumper harness is not utilized. 8. Connect the cellular coaxial cable to the OnStar VCIM. On 2001 Impala and Monte Carlos you will need to follow these steps: 9. Remove the Vehicle Communications Unit (VCU) and Vehicle Interface Unit (VIU) following the procedures listed in SI. Save the bracket nuts for later use. Page 6426 Multiple Junction Connector: Diagrams C100 Engine Harness To Automatic Transmission Harness Part 1 Page 5331 Rear Of Vehicle Recall 04V188000: Seat Belt Anchor Defect Seat Belt: Recalls Recall 04V188000: Seat Belt Anchor Defect DEFECT: On certain passenger vehicles analysis of a side impact crash test conducted by NHTSA's New Car Assessment Program (NCAP) indicated that the outboard anchorage of the driver's seat belt could disconnect because of contact between the seat trim and the anchorage connector when the seat was adjusted to it's lowest position. If this were to occur in a crash, the driver could receive greater injuries. REMEDY: Dealers will install the retainer on both the driver's and passenger's belt anchorages. The manufacturer has reported that owner notification is expected to begin durung June 2004. Owners may contact Chevrolet at 1-800-630-2438. Page 5258 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove tine engine oil pressure switch Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. ^ Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 4782 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 1740 12. Remove the right front fender liner. 13. Remove the right radiator air deflector retainers. 14. Remove the right radiator air deflector. 15. Remove the liquid line and compressor hose bolt from the condenser. 16. Remove the liquid line and compressor hose from the condenser. 17. Remove the liquid line from the rail clip. 18. Lower the vehicle. Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Locations Electronic Throttle Actuator: Locations Top Rear Of Engine Page 5926 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 5501 Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Important: Do NOT disconnect the hydraulic brake flexible hose from the caliper. 4. Remove the brake caliper mounting bracket and caliper as an assembly from the suspension knuckle and support the assembly with heavy mechanic's wire, or equivalent. Ensure that there is no tension on the hydraulic brake flexible hose. 5. Matchmark the position of the brake rotor to the wheel studs. 6. Remove the brake rotor. Do not force the rotor off. If the rotor is difficult to remove, ease it off by gently rotating it as you pull outward. Installation Procedure Important: Whenever the brake rotor has been separated from the hub/axle flange, any rust or contaminants should be cleaned from the hub/axle flange and the brake rotor mating surfaces. Failure to do this may result in excessive assembled lateral runout (LRO) of the brake rotor. which could lead to brake pulsation. 1. Using the J 42450-A, thoroughly clean any rust or corrosion from the mating surface of the hub/axle flange. 2. Using the J41013, thoroughly clean any rust or corrosion from the mating surface and mounting surface of the brake rotor. 3. Inspect the mating surfaces of the hub/axle flange and the rotor to ensure that there are no foreign particles or debris remaining. 4. Install the brake rotor to the hub/axle flange, Use the matchmark made prior to removal for proper orientation to the flange. 5. If the brake rotor was removed and installed as part of a brake system repair, measure the assembled lateral runout (LRO) of the brake rotor to ensure optimum performance of the disc. brakes. 6. If the brake rotor assembled LRO measurement exceeds the specification, bring the LRO to within specifications. 7. Install the brake caliper mounting bracket an caliper as an assembly to the suspension knuckle. 8. Install the tire and wheel assembly. 9. Lower the vehicle. 10. Check the rear alignment. 11. If the brake rotor was refinished or replaced, or if new brake pads were installed, burnish the pads and rotors. A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise Output Shaft: Technical Service Bulletins A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise INFORMATION Bulletin No.: 01-07-30-042F Date: February 05, 2010 Subject: Information on 2-3 Upshift or 3-2 Downshift Clunk Noise Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X with 4L60-E, 4L65-E or 4L70-E Automatic Transmission (RPOs M30, M32, M70) Supercede: This bulletin is being revised to add the 2010 model year and 4L70E transmission. Please discard Corporate Bulletin Number 01-07-30-042E (Section 07 - Transmission/Transaxle). Important For 2005 model year fullsize utilities and pickups, refer to Corporate Bulletin 05-07-30-012. Some vehicles may exhibit a clunk noise that can be heard on a 2-3 upshift or a 3-2 downshift. During a 2-3 upshift, the 2-4 band is released and the 3-4 clutch is applied. The timing of this shift can cause a momentary torque reversal of the output shaft that results in a clunk noise. This same torque reversal can also occur on a 3-2 downshift when the 3-4 clutch is released and the 2-4 band applied. This condition may be worse on a 4-wheel drive vehicle due to the additional tolerances in the transfer case. This is a normal condition. No repairs should be attempted. Disclaimer Page 6794 7. Wipe off any excessive grease on the intermediate shaft to avoid damage from drips on the carpet. 8. Install the instrument panel insulator panel - left side. 9. Verify that the noise is no longer present. Condition 2 There may be interference between the clamp and the steering gear input shaft. The clamp is beveled and if forced down on the input shaft too hard, it may cause a loose fit with the intermediate shaft to input shaft joint. Correction 2 To correct this condition, perform the following steps: 1. Remove the intermediate shaft pinch bolt at the steering gear end. 2. Install a new bolt, GM P/N 07845238, but do not tighten the bolt at this time. 3. Pry the clamp up using a pry bar to position the bolt into the upper part of the groove as shown above. This will position the clamp off the bevel. 4. While keeping the clamp in the upper position, tighten the bolt. Tighten Tighten the bolt to 49 Nm (36 lb ft). 5. Verify that the clunk noise is no longer present. Condition 3 Important This condition ONLY applies to 2004-2007 Chevrolet Malibu/Maxx and 2005-2007 Pontiac G6. Some customers may comment on a knocking or rattling type noise from the front of the vehicle when driven at low speeds and over bumps. The noise only occurs when the steering wheel is in the straight ahead position and sounds like the noise is in the left suspension of the vehicle or directly in front of the driver. Correction 3 1. Ensure the noise is not caused by Condition # 1. 2. Determine the source of the noise. Install the chassis ears at the following locations: - sway bar link - one side at a time - upper strut mount - one side at a time - steering gear near the pinion area - base of the steering column housing - radiator surge tank 3. If the noise is coming from the upper strut mount or sway bar link, replace as necessary and retest. 4. For 2004-2006 Chevrolet and Pontiac model year vehicles, the noise may be coming from the radiator surge tank area. (The 2007 model year vehicles use a different style radiator surge tank - refer to Step 9.) 5. If the noise is coming from the radiator surge tank, release the two retaining tabs holding the radiator surge tank and reposition the tank away from the attaching bracket and isolate with closed cell foam. 6. Cut three pieces of closed cell foam, P/N P46515 (or equivalent), into 25 mm (1 in) by 102 mm (4 in) pieces. 7. Cut two pieces of closed cell foam into 25 mm (1 in) by 6 mm (1/4 in) pieces. Page 8033 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 1804 Refrigerant: Service and Repair REFRIGERANT RECOVERY AND RECHARGING TOOLS REQUIRED - J 43600 ACR 2000 Air Conditioning Service Center - J 45037 A/C Oil Injector CAUTION: Avoid breathing the A/C Refrigerant 134a (R-134a) and the lubricant vapor or the mist. Exposure may irritate the eyes, nose, and throat. Work in a well ventilated area. In order to remove R-134a from the A/C system, use service equipment that is certified to meet the requirements of SAE J 2210 (R-134a recycling equipment). If an accidental system discharge occurs, ventilate the work area before continuing service. Additional health and safety information may be obtained from the refrigerant and lubricant manufacturers. - For personal protection, goggles and gloves should be worn and a clean cloth wrapped around fittings, valves, and connections when doing work that includes opening the refrigerant system. If R-134a comes in contact with any part of the body severe frostbite and personal injury can result. The exposed area should be flushed immediately with cold water and prompt medical help should be obtained. NOTE: R-134a is the only approved refrigerant for use in this vehicle. The use of any other refrigerant may result in poor system performance or component failure. - To avoid system damage use only R-134a dedicated tools when servicing the A/C system. - Use only Polyalkylene Glycol Synthetic Refrigerant Oil (PAG) for internal circulation through the R-134a A/C system and only 525 viscosity mineral oil on fitting threads and O-rings. If lubricants other than those specified are used, compressor failure and/or fitting seizure may result. - R-12 refrigerant and R-134a refrigerant must never be mixed, even in the smallest of amounts, as they are incompatible with each other. If the refrigerants are mixed, compressor failure is likely to occur. Refer to the manufacturer instructions included with the service equipment before servicing. The J 43600 is a complete air conditioning service center for R-134a. The ACR 2000 recovers, recycles, evacuates and recharges A/C refrigerant quickly, accurately and automatically. The unit has a display screen that contains the function controls and displays prompts that will lead the technician through the recover, recycle, evacuate and recharge operations. R-134a is recovered into and charged out of an internal storage vessel. The ACR 2000 automatically replenishes this vessel from an external source tank in order to maintain a constant 5.45-6.82 kg (12-15 lbs) of A/C refrigerant. The ACR 2000 has a built in A/C refrigerant identifier that will test for contamination, prior to recovery and will notify the technician if there are foreign gases present in the A/C system. If foreign gases are present, the ACR 2000 will not recover the refrigerant from the A/C system. The ACR 2000 also features automatic air purge, single pass recycling and an automatic oil drain. Refer to the J 43600 ACR 2000 manual for operation and setup instruction. Always recharge the A/C System with the proper amount of R-134a. Refer to Refrigerant System Capacities for the correct amount. Page 8186 10.4. Remove the end cap from the new optic cable, connect to the connector and refit the secondary catch (D). Fit the terminal housing (C) to the connector and refit the locking strip (B). 10.5. Secure the old optic cable together with the new one (E). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker. 12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables: 12.1. Cut off the cable tie holding the connector (H2-9) against REC. OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 3931 Steps 7 - 10 Page 7568 Hose/Line HVAC: Service and Repair Suction Hose Replacement SUCTION HOSE REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Insert 2 small screwdrivers into the 2 slots of the compressor hose and suction line connector and release locking tabs. 3. Remove the compressor hose and liquid line connector. 4. Remove the suction hose from the compressor hose. 5. Remove and discard the O-rings. 6. Remove the surge tank from the surge tank bracket. 7. Remove the suction hose and liquid line nut from the thermal expansion valve (TXV). 8. Remove the suction hose and liquid line from the TXV. 9. Remove the suction hose from the dash clip. 10. Remove the line clip from the dash. 11. Remove the refrigerant pressure sensor wire harness connector. Locations Under IP Left Of Brake Pedal Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF) ............................................................................................................................................. 384-425 kPa (50-60 psi) Page 5748 Page 3194 Body Control Module (BCM) C1 Part 5 Body Control Module (BCM) C2 Page 2421 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 3714 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 2 Sensor 2 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 2 SENSOR 2 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 2 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust pipe. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen sensor (HO2S) 2 electrical connector. 3. Use the J 39194-B to remove the HO2S 2. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 2 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of the HO2S 2 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 2. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). Page 6637 Trim Height Specifications Trim Height Specifications Page 4834 Page 5645 Important: A small amount of denatured alcohol can be used as an assembly aid when installing the vacuum check valve and/or grommet. Do NOT use soap. 1. If the vacuum hose (2) was removed, install the vacuum hose into position on the vehicle as noted prior to removal, then connect the vacuum hose (2) to the engine intake manifold connection (3) and secure with the vacuum hose clamp (1). 2. If the vacuum check valve (1) is being replaced, install a NEW grommet (4) to the brake booster. 3. If the vacuum check valve (1) was separated from the vacuum hose (3), install the check valve (1) to the vacuum hose (3). Install and secure the clamp (2) into position on the hose (3). 4. Connect the brake booster vacuum check valve (1) to the brake booster. Page 1078 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 2223 11. Install the generator. 12. Install the drive belt. 13. Connect the negative battery cable. Page 3199 Body Control Module (BCM) C2 Part 5 Page 1428 Power Window Switch: Service and Repair Power Window Switch Replacement - Rear Door POWER WINDOW SWITCH REPLACEMENT - REAR DOOR REMOVAL PROCEDURE 1. Remove the door trim panel. 2. Release the tabs and push the switch bezel from the door trim. 3. Disconnect the electrical connectors from the switch. 4. Remove the switch from the bezel. INSTALLATION PROCEDURE 1. Install the switch to the bezel. 2. Connect the electrical connectors to the switch. 3. Install the switch bezel to the door trim. 4. Install the door trim panel. Page 727 Steps 29 - 32 OnStar(R) - Generation 6 Service Procedures Technical Service Bulletin # 09-08-46-001 Date: 090409 OnStar(R) - Generation 6 Service Procedures INFORMATION Bulletin No.: 09-08-46-001 Date: April 09, 2009 Subject: Servicing Vehicles Upgraded to OnStar(R) Generation 6 Digital‐Capable System (Follow Information Below) Models Attention: This bulletin is being issued to provide dealer personnel with information and the procedures to diagnose an upgraded OnStar(R) Generation 6 Digital-Capable system. Program Overview Since it was launched in 1996, OnStar® has relied on an analog wireless network to provide communication to and from OnStar-equipped vehicles. As part of an industry wide change in the North American wireless telecommunications industry, wireless carriers are transitioning to digital technology and will no longer support the analog wireless network beginning early 2008. Effective January 1, 2008, OnStar(R) service in the United States and Canada will be available only through vehicles that are capable of operating on the digital network. Refer to Corporate Bulletin Number 05-08-46-006H for information about upgrading certain vehicles to digital service. Details were covered in both the November 2006 and December 2007 issues of TechLink, which are available in the Archives of the TechLink website. Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within the OnStar(R) Canada Online Enrollment site that can be accessed from the OnStar(R) Brand Resources in GlobalConnect. Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). Page 4140 Spark Plug: Application and ID SPARK PLUG TYPE GM ....................................................................................................................................................... ...................................................... P/N 12568387 AC Delco ............................................................................................................................................. ........................................................... P/N 41-101 Page 2611 8. Remove the heater core. INSTALLATION PROCEDURE 1. Install the heater core. 2. Install the heater core cover. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the heater core cover screws. Page 5773 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Instruments - DIC Perceived Fuel Economy Settings Driver/Vehicle Information Display: All Technical Service Bulletins Instruments - DIC Perceived Fuel Economy Settings Bulletin No.: 03-00-89-021 Date: July 30, 2003 INFORMATION Subject: New Vehicle Pre-Delivery Inspection - Perceived Fuel Economy and Driver Information Center (DIC) Settings Models: 2003-2004 Passenger Cars and Trucks 2003-2004 HUMMER H2 with Driver Information Center (DIC) The customer's initial perception of vehicle fuel economy, based upon the information displayed on the Driver Information Center (DIC), may contribute to poor ratings for fuel economy in various automotive surveys. The way the vehicle is handled during the build and shipping process may leave inaccurate values in the history of the DIC. During the pre-delivery inspection, the dealership must reset the "average fuel economy" setting. Reset the average fuel economy setting according to the information in the appropriate Owner's Manual. Once reset, the average fuel economy will then be calculated starting from that point. The data used to determine fuel range is an average of recent driving conditions. This setting cannot be reset. However, as the customer's driving conditions change, the data will be gradually updated to reflect more accurate readings. If a customer inquires about fuel economy, and the fuel consumption information is not on the price sticker, do not exaggerate the vehicle's capabilities. In either case, stress that fuel economy performance is highly dependent upon driving habits and vehicle usage. Disclaimer Page 1468 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Page 505 Parts Information Parts required to complete this recall are to be obtained from General Motors Service Parts Operations (GMSPO). Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall Claim with the information shown. Customer Notification General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Dealer Recall Responsibility -- For US The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All Page 7154 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 7677 Repairs and Inspections Required After a Collision: Service and Repair Steering Column Steering Column Accident Damage Inspection Notice: Once the steering column is removed from the vehicle, the column is extremely susceptible to damage. Dropping the column assembly on the end could collapse the steering shaft or loosen the plastic injections, which maintain column rigidity. Leaning on the column assembly could cause the jacket to bend or deform. Any of the above damage could impair the columns collapsible design. Do NOT hammer on the end of the shaft, because hammering could loosen the plastic injections, which maintain column rigidity. If you need to remove the steering wheel, refer to the Steering Wheel Replacement procedure. 1. Install a scan tool. 2. Turn ON the ignition, with the engine OFF. Important: After centering the steering wheel, remove hands and other objects from the steering wheel and ensure the suspension is relaxed and that no bias, or uneven force is being applied to the steering system. 3. Center the steering wheel. 4. With the scan tool, observe the Steering Shaft Torque data parameter in the Power Steering System data displays list. Valid range is +/- 1 Nm (0.7 ft. lbs.). Does the scan tool indicate that the steering shaft torque data parameter is greater than the specified value listed above? Replace the steering column assembly. Important: In the event of a deployment, inspect the coil wire for any of the following signs of damage due to excessive heat: Do NOT bend the energy absorbing straps on the upper mounting bracket. ^ Scorching ^ Melting ^ Other damage 5. Replace the coil, if necessary. Notice: Inflatable restraint coil assembly must be removed from the steering column and allowed to hang freely before shaft is rotated. Failure to do so could damage coil assembly. 6. Visually inspect steering shaft for sheared injected plastic. If steering shaft shows sheared plastic, a new steering column must be installed. Notice: Vehicles involved in accidents resulting in frame damage, major body or sheet metal damage, or where the steering column has been impacted, or where supplemental inflatable restraint systems deployed may also have a damaged or misaligned steering column. 7. If you need to replace the steering column, refer to Steering Column Replacement. Page 2635 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Page 2537 Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Surge Tank Hose/Pipe Replacement - Inlet Coolant Line/Hose: Service and Repair Surge Tank Hose/Pipe Replacement - Inlet Surge Tank Hose/Pipe Replacement -Inlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure Caution: With a pressurized cooling system, the coolant temperature in the radiator can be considerably higher than the boiling point of the solution at atmospheric pressure. Removal of the surge tank cap, while the cooling system is hot and under high pressure, causes the solution to boil instantaneously with explosive force. This will cause the solution to spew out over the engine, the fenders, and the person removing the cap. Serious bodily injury may result. 1. Reposition the surge tank inlet hose clamp at the engine using the J 38185. 2. Remove the surge tank inlet hose from the engine. 3. Reposition the surge tank inlet hose clamp at the surge tank using the J 38185. 4. Remove the surge tank inlet hose from the surge tank. 5. Remove the surge tank inlet hose clamps from the surge tank inlet hose. Installation Procedure 1. Install the surge tank inlet hose clamps to the surge tank inlet hose. 2. Install the surge tank inlet hose to the surge tank. 3. Reposition the surge tank inlet hose clamp at the surge tank using the J 38185. 4. Install the surge tank inlet hose to the engine. 5. Reposition the surge tank inlet hose clamp at the engine using the J 38185. Page 2834 Body Control Module (BCM) C4 Part 4 Page 1690 3. Install the refrigerant filter into the line. 4. Install the line clip to the dash. 5. Install the suction hose and liquid line to the TXV. NOTE: Refer to Fastener Notice in Service Precautions. 6. Install the suction hose and liquid line nut to the TXV. Tighten Tighten the nut to 20 N.m (15 lb ft). 7. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 8. Leak test the fittings using the J 39400-A. 9. Install the surge tank to the surge tank bracket. Page 7612 A/C Refrigerant Pressure Sensor Page 3985 Fuel Tank Unit: Description and Operation FUEL SENDER ASSEMBLY The fuel sender assembly consists of the following major components: - The fill limit vent valve (1) - The fuel tank pressure sensor (2) - The fuel feed pipe (3) - The fuel pump (4) - The fuel level sensor (5) - The fuel pressure regulator (6) - The fuel sender assembly (7) Page 3958 7. Install the fuel filler cap. Page 6085 C102 RF Wheel Speed Sensor Jumper Harness To Body Harness Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 5966 Application Label Part 3 Application Label Part 4 Page 3394 short between high speed GMLAN (+) and (-) with the engine management module removed, a reading off 120 ohms is normal. However, to completely analyze the buss the body control module (BCM) should be temporally removed when testing for shorts between the high speed GMLAN (+) and (-) while also making sure that all modules and the scan tool are disconnected from the buss. A normal reading across the high speed GMLAN buss with the terminating resistor at the DLC remove and all module and scan tool disconnected is infinite ohms. Make certain to reconnect the BCM after testing, it is necessary for proper vehicle powermoding. The engine will not start when there is a total malfunction of the high speed GMLAN serial data circuits while the engine is not running. The following conditions may cause a total loss of high speed GMLAN data communication: A short between high speed GMLAN (+) and high speed GMLAN (-) circuits - Any of the high speed GMLAN serial data circuits shorted to ground or voltage - A module internal malfunction that causes a short to voltage or ground on the high speed GMLAN circuits TEST DESCRIPTION Steps 1-4 Exhaust System - Loud Pinging Noise On Cool Down Exhaust Resonator: Customer Interest Exhaust System - Loud Pinging Noise On Cool Down Bulletin No.: 06-06-05-002 Date: April 05, 2006 TECHNICAL Subject: Exhaust System Noise/Leak or Pinging Type Noise While Vehicle Cools Down (Replace Exhaust Resonator Assembly) Models: 2004-2005 Chevrolet Malibu, Malibu Maxx with 3.5L V6 Engine (VIN 8 - RPO LX9) Condition Some customers may comment on a loud exhaust noise or a pinging type noise that can be heard after the vehicle is shut off and cooling down. Cause This condition may be caused by premature failure of the resonator due to thermal cycling. The resonator end caps may split open. The internal resonator design has a solid pipe through it that would expand quicker than the external shell and eventually crack out the ends. Correction Replace only the resonator assembly following the procedure listed below. DO NOT replace the complete exhaust system for this condition. This new resonator has incorporated a slip joint internal pipe design to reduce thermal stresses. 1. Raise and suitably support the vehicle. 2. Cut the resonator outlet pipe as close to the weld as possible. The best way to do this is with a hacksaw. 3. Remove the catalytic converter down pipe to the resonator nuts. 4. Remove the resonator from the hanger. 5. Remove the exhaust flange gasket. 6. File down the cut exhaust pipe to remove any burrs. 7. Install the new exhaust flange gasket. 8. Install the new resonator assembly to the hanger. 9. Connect the resonator outlet pipe and install the clamp. 10. Install the catalytic converter down pipe to the resonator nuts. Tighten Tighten the nuts to 30 Nm (22 lb ft). 11. Lower the vehicle. Page 6294 Fuse: Locations Left Side Of Core Support The Fuse Block is located under the hood in the junction block. Page 6754 7. Continue to maintain light pressure on the tilt lever and tighten the nut. Tighten Tighten the torque prevailing nut until stamping surfaces are drawn together to 5.5 N.m (49 lb in). Important: Do not bend the steering column energy absorbing straps located on the upper steering column mounting bracket during installation. 8. Loosely install the upper steering column mounting bolts (1). 9. Actuate the tilt lever to OPEN and CLOSED position several times while holding the tilt bracket in the proper alignment. 10. Adjust the nut torque until the load on the tilt lever handle is approximately 55 N.m (41 lb ft) to fully close lever. Compare with a similar vehicle to confirm proper tilt lever closing force. Caution: In order to ensure the intended function of the steering column in a vehicle during a crash and in order to avoid personal injury to the driver, perform the following: ^ Tighten the steering column lower fasteners before you tighten the steering column upper fasteners. Failure to do this can damage the steering column. ^ Tighten the steering column fasteners to the specified torque. Overtightening the upper steering column fasteners could affect the steering column collapse. 11. Tighten the steering column fasteners in the following sequence: Tighten Tighten the lower steering column mounting thru bolt to 27 N.m (20 lb ft). 12. Tighten the left side upper steering column mounting bolt to 27 N.m (20 lb ft). 13. Tighten the right side upper steering column mounting bolt to 27 N.m (20 lb ft). 14. Connect the VSES sensor harness at the steering column lower bearing. 15. Connect the steering column electrical connectors to the steering column. 16. Install the steering column knee bolster. Refer to Knee Bolster Replacement. 17. Connect the negative battery cable. Refer to Battery Negative Cable Disconnection and Connection. 18. Enable the SIR system. Refer to SIR Disabling and Enabling. 19. Inspect the steering column components for correct operation. Page 1038 Page 5552 6. Install a large C-clamp over the body of the brake caliper with the C-clamp ends against the rear of the caliper body and against the outer brake pad. 7. Tighten the C-clamp until the caliper piston is compressed into the caliper bore enough to allow the caliper to slide past the brake rotor. 8. Remove the C-clamp from the caliper. 9. Remove the brake hose to caliper bolt from the brake caliper. 10. Remove the brake hose from the brake caliper. 11. Remove and discard the 2 copper brake hose gaskets. These gaskets may be stuck to the brake caliper and/or the brake hose end. 12. Cap or plug the opening in the brake caliper and the brake hose to prevent fluid loss and contamination. 13. Remove the 2 brake caliper pin bolts. 14. Remove the park brake cable from the caliper. 15. Remove the brake caliper from the brake caliper bracket. Page 286 ^ Pay the dealer the regular retail price (no discounts are available) for one of the following 1-year, non-refundable OnStar(R) Analog-to-Digital Transition (ADT) Service Subscription Plans: ^ 1-year Safe & Sound Subscription: $199 ($289 in Canada) ^ 1-year Directions & Connections Subscription: $399 ($579 in Canada) ^ Pay the dealer the applicable state and local sales taxes on the subscription: ^ U.S. Dealers: Taxes only apply in these states: CT, DC, FL, HI, ND, NJ, NM, NY, SC, SD, TX, and WV ^ Canadian Dealers: All applicable taxes ^ Pay the dealer a one-time charge of $15 for the upgrade: ^ U.S. Dealers: Do not collect taxes on the $15 ^ Canadian Dealers: Collect all applicable taxes on the $15 Note: Dealers should NOT remit OnStar(R) ADT-related taxes to their taxing authority as OnStar(R) is responsible for tax remittance. Please Be Sure To Read these Important Points: ^ The 1-year OnStar(R) subscription is not refundable or transferable to another person. Upgraders can apply unused subscription months to a new or Certified Pre-Owned digital OnStar-equipped GM vehicle purchase or lease. As noted above, the digital upgrade program requires the subscriber to purchase a one-year prepaid OnStar(R) subscription. Assuming the subscriber intends to keep their vehicle, but subsequently purchases or leases a 2006 model year or newer OnStar(R)-equipped new or certified used GM vehicle, in the interest of subscriber satisfaction, they may apply remaining unused whole months of the subscription to the new vehicle. The subscription may not be applied to another person's vehicle. Important: This is a customer satisfaction measure that would usually occur several months after an upgrade. It is not intended to be leveraged as part of a new/used vehicle purchase or lease transaction. ^ The $15 charge is not refundable. ^ Dealer ADT kit orders are VIN specific. Dealer kit orders require a VIN and must be exchanged with the OnStar(R) unit in the vehicle with that VIN. Proper activation and enrollment depends on this step. ^ You must put the actual miles on the Repair Order. Do not estimate. ^ Customers will receive a Hands-Free Calling number once the digital hardware is installed and configured. ^ Any nametags that were stored in the old system will need to be re-set by the subscriber once the new hardware is installed. ^ Customers are responsible for the charges described above regardless of whether their vehicle is in or out of the New Vehicle Warranty period. In addition, customers should not be charged labor costs. Dealers can charge GM the labor for the upgrade as specified at the end of this bulletin using the listed labor operation. ^ Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within InfoNET. ^ Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). If you are unsure who the PSC is, check with the Sales Manager. Ordering the Upgrade Kit/Upgrade kit Installation Ordering the Upgrade Kit 1. To order a kit, you will need to access the OnStar(R) Online Enrollment webpage, located under the sales or service workbench of GM GlobalConnect (infoNET for Canadian upgrade orders). These kits cannot be ordered from GMSPO. Locations Ignition Control Module: Locations Top Rear Of Engine Page 6192 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Locations Service and Repair Valve Guide Seal: Service and Repair Valve Stem Oil Seal and Valve Spring Replacement ^ Tools Required J 22794 Spark Plug Port Adapter - J 38606 Valve Spring Compressor Removal Procedure Important: ^ Before you remove the valve locks, rotate the engine so that the piston in the cylinder you are working on is at top dead center (TDC). This will eliminate the possibility of the valve accidentally falling inside the cylinder. ^ Break the spark plug loose, and clean any dirt and debris from the spark plug recess area before removing. 1. Remove the spark plug. 2. Remove the rocker arm. 3. Install the J 22794 into the spark plug port. Apply compressed air in order to hold the valves in place. 4. Install the J 38606 on the valve spring. 5. Compress the valve spring with the J 38606. Page 7574 19. Remove the liquid line. IMPORTANT: Cap all A/C components immediately to prevent system contamination. 20. Remove and discard the sealing washers. INSTALLATION PROCEDURE 1. Uncap A/C components. 2. Install new sealing washers. 3. Install the liquid line. 4. Raise the vehicle. Refer to Vehicle Lifting. Page 3866 For vehicles repaired under the terms of this special coverage, submit a claim with the information shown. Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the special coverage condition will be handled by the Customer Assistance Center, not by dealers. Important: Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement. Customer Reimbursement - For Canada and Export Customer requests for reimbursement of previously paid repairs to correct broken fuel caps are to be submitted to the dealer prior to or by November 30, 2007. Repairs must have occurred within the 10 years of the date the vehicle was originally placed in service, or 193,000 km (120,000 miles), whichever occurs first. When a customer requests reimbursement, they must provide the following: ^ Proof of ownership at time of repair. ^ Originally paid receipt confirming the amount of unreimbursed repair expense(s) (including Service Contract deductibles), a description of the repair, and the person or entity performing the repair. If the work was done by someone other than a GM dealership, the amount of reimbursement will be limited to the amount that the repair would have cost GM to have it completed by a GM dealership. Customer Reimbursement - For Saturn US Only All customer requests for reimbursement for previous repairs for the Special Coverage condition are handled by submitting a reimbursement claim form directly to Saturn retailers for processing; however, if customers choose, they may file a claim through the Saturn Customer Assistance Center. Disclaimer Service Procedure Customers may inform technicians that the Malfunction Indicator Light (MIL) or Service Engine Soon (SES) light is on and/or the fuel cap can not be tightened or removed. Notice: The DTC diagnostic labor time for this Special Coverage covers evaporative code diagnosis related to defective fuel caps. Additional diagnostic time related to other problems (purge valve, fuel tank, etc.) are not covered by this Special Coverage and is the responsibility of the owner. ^ If the SES light is illuminated, record the Diagnostic Trouble Codes (DTC) using the Tech 2. Page 7972 Left Side Of Core Support Page 6566 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 6255 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 2301 Engine Mount: Testing and Inspection Engine Mount Inspection Important: Before replacing any engine mount due to suspected fluid loss, verify that the source of the fluid is the engine mount, not the engine or accessories. 1. Install the engine support fixture. 2. Observe the engine mount while raising the engine. Raising the engine removes the weight from the engine mount and creates slight tension on the rubber. 3. Replace the engine mount if the engine mount exhibits any of the following conditions: ^ The hard rubber is covered with heat check cracks. ^ The rubber is separated from the metal plate of the engine mount. ^ The rubber is split through the center of the engine mount. ^ The engine mount itself is leaking fluid. 4. For engine mount replacement. Page 2556 Coolant Line/Hose: Service and Repair Thermostat Bypass Pipes Replacement Thermostat Bypass Pipes Replacement ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the cooling system. 2. Carefully remove the throttle body air inlet duct. 3. Remove the spark plug wires at the left bank. 4. Using the J 38185, reposition the hose clamp at the thermostat housing. 5. Remove the upper radiator hose from the housing. 6. Disconnect the heater outlet hose from the thermostat bypass pipe. Page 815 Instrument Panel Page 7446 Control Module HVAC: Service and Repair HVAC System - Manual HVAC CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) center trim panel. 2. Remove the HVAC control module screws. 3. Remove the HVAC control module. 4. Remove the HVAC control module wire harness connectors. INSTALLATION PROCEDURE IMPORTANT: The key should be in the OFF position when connecting the electrical connectors to ensure proper calibration. 1. Install the HVAC control module wire harness connectors. 2. Install the HVAC control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the HVAC control module screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the I/P center trim panel. Page 7329 1. Install the windshield defroster duct. 2. Install the I/P pad. Instrument Panel (I/P) Vent - Upper Left AIR OUTLET DUCT REPLACEMENT - INSTRUMENT PANEL (I/P) - UPPER LEFT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) assembly. 2. Disconnect the wire harness clip at the left air outlet duct. 3. Remove the left air outlet duct screws. 4. Remove the left air outlet duct. INSTALLATION PROCEDURE IMPORTANT: Align the left air outlet duct to the left air outlet duct extension. 1. Install the left air outlet duct. NOTE: Refer to Fastener Notice in Service Precautions. Page 3110 Spark Plug: Testing and Inspection SPARK PLUG INSPECTION SPARK PLUG USAGE - Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. - Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling - colder plug - Pre-ignition causing spark plug and/or engine damage - hotter plug SPARK PLUG INSPECTION - Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. - Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. Page 4737 9. Thread the collar piece (1) of the J 45201 onto the collet (3) until snug. 10. Using an adjustable wrench, turn the collar clockwise in order to remove the cooler line seal. 11. Discard the seal. 12. Clean the case bores for the cooler line seals. Installation Procedure 1. Coat the new cooler line seal with transmission fluid. 2. Using the J 41239, install the new cooler line seal. Page 2457 1. If removed, install the camshaft thrust plate Notice: Refer to Fastener Notice in Service Precautions. 2. Install the camshaft thrust plate bolts. ^ Tighten the bolts to 10 Nm (89 inch lbs.). 3. Install the crankshaft sprocket. 4. Apply engine oil supplement (EOS) GM P/N 1052367 (Canadian P/N 992869), or equivalent, to the sprocket thrust surface. 5. Install the timing chain dampener. 6. Install the timing chain dampener bolts. ^ Tighten the bolts to 21 Nm (15 ft. lbs.). Page 3596 Powertrain Control Module (PCM) C3 Part 3 Page 21 Page 6167 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER INTAKE DUCT REPLACEMENT REMOVAL PROCEDURE 1. Loosen the 2 intake air duct clamps from the mass airflow (MAF) sensor and the throttle body. 2. Disconnect the positive crankcase ventilation clean air tube from the intake duct. 3. Disconnect the MAF sensor electrical connector. 4. Remove the fastener that attaches the air intake duct to the upper tie-bar. 5. Remove the air cleaner cover fasteners and remove the air intake duct and air cleaner cover. 6. Separate the air intake duct from the MAF sensor. INSTALLATION PROCEDURE 1. Install the air intake duct to the MAF sensor. 2. Install the air intake duct to the throttle body and the air cleaner cover to the air cleaner assembly. 3. Install the air cleaner cover fasteners. 4. Install the fastener that attaches the air intake duct to the upper tie-bar. NOTE: Refer to Fastener Notice in Service Precautions. 5. Tighten the air intake duct clamps fastener at the upper tie bar. Tighten Tighten the intake air duct clamps to 10 N.m (89 lb in). 6. Reconnect the MAF sensor electrical connector. 7. Reconnect the positive crankcase ventilation clean air tube to the air intake duct. 8. Tighten the air intake duct clamps. Tighten Tighten the intake air duct clamps to 2 N.m (18 lb in). Page 35 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 4781 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Service and Repair Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder Replacement Removal Procedure 1. Remove the knee bolster. 2. Turn ignition switch to the run position. 3. Push the ignition lock cylinder tab. 4. Remove the ignition lock cylinder. Installation Procedure Important: If you are installing a new lock cylinder, refer to Key and Lock Cylinder Coding. Page 2663 Radiator Hose: Service and Repair Outlet Radiator Hose Replacement - Outlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the coolant. 2. Remove the air cleaner intake duct. 3. Reposition the radiator outlet hose clamp at the engine using the J 38185. 4. Remove the radiator outlet hose from the engine. 5. Raise the vehicle. Refer to Vehicle Lifting. 6. Remove the right front fender liner. 7. Remove the right radiator air deflector retainers. 8. Remove the right radiator air deflector. 9. Reposition the radiator outlet hose clamp at the radiator using the J 38185. 10. Remove the radiator outlet hose from the radiator. 11. Remove the radiator outlet hose clamps from the radiator outlet hose. Installation Procedure Page 6636 Use the following procedure to check the D dimension: 1. With the vehicle on a flat level surface, lift upward on the rear bumper 38 mm (1.59 in). 2. Gently remove your hands and allow the vehicle to settle. 3. Repeat the jouncing operation 2 more times. 4. Measure the vertical distance from the bottom surface of the floor pan to the top surface of the control arm flange. 5. Repeat this task for the other side of the vehicle. 6. Using your hands, jounce the front of the vehicle downward approximately 38 mm (1.59 in). 7. Gently remove your hands and allow the vehicle to settle 8. Repeat the jouncing operation 2 more times. 9. Measure the D height dimension. 10. The true D height dimension number is the average of the high and the low measurements. 11. If these measurements are out of specifications, inspect for the following conditions: ^ Worn or damaged suspension components ^ Collision damage Page 3382 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 2669 Left Rear Of Engine Compartment Diagram Information and Instructions Brake Warning Indicator: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Testing and Inspection Engine Oil Pressure: Testing and Inspection Oil Pressure Diagnosis and Testing Low or No Oil Pressure The following conditions may cause low or no oil pressure: ^ Low oil level Fill to the full mark on the oil level indicator. ^ Incorrect or malfunctioning oil pressure switch Replace the oil pressure switch. ^ Incorrect or malfunctioning oil pressure gauge Replace the oil pressure gauge. ^ Improper oil viscosity or diluted oil Install oil of proper viscosity for expected temperature. - Install new oil if the oil is diluted. ^ A worn or dirty oil pump Clean or replace the oil pump. ^ A plugged oil filter Replace the oil filter. ^ A loose or plugged oil pickup screen Replace the oil pickup screen. ^ A hole in the oil pickup tube Replace the oil pickup tube. ^ Excessive bearing clearance Replace the bearings. ^ Cracked, porous, or plugged oil gallery Repair or replace the engine block. ^ Missing or improperly installed gallery plugs Install or repair the plugs as needed. ^ A stuck pressure regulator valve Inspect the pressure regulator valve for sticking in the bore. - Inspect the bore for scoring and burrs. ^ A worn or poorly machined camshaft Replace the camshaft. ^ Worn valve guides Repair the valve guides as needed. Oil Pressure Testing ^ Tools Required J 25087-C Oil Pressure Tester If the vehicle has low oil pressure complete the following steps: 1. Inspect the oil level. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the oil Filter. 4. Assemble the plunger valve in the large hole of the J25087-C base. Insert the hose in the small hole of the J 25087-C base. Connect the gauge to the end of the hose. 5. Insert the flat side of the rubber plug in the bypass valve without depressing the bypass valve. 6. Install the J25087-C on the filter mounting pad. 7. Start the engine. 8. Inspect the overall oil pressure, the oil pressure switch, and for noisy lifters. Ensure that the engine is at operating temperature before inspecting the oil pressure. The oil pressure should be approximately 414 kPa (60 psi) at 1,850 RPM using 5W-30 engine oil. 9. If adequate oil pressure is indicated, test the oil pressure switch. 10. If a low reading is indicated. press the valve on the tester base in order to isolate the oil pump and/or its components from the lubricating system. An adequate reading at this time indicates a good pump and the previous low pressure was due to worn bearings, etc. A low reading while pressing the valve indicates a faulty pump. Testing and Inspection Ignition Cable: Testing and Inspection SPARK PLUG WIRE INSPECTION Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. Refer to Spark Plug Wire Replacement. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: - Tearing - Piercing - Arcing - Carbon Tracking - Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 1788 Engine Oil: Fluid Type Specifications Engine Oil API Classification ................................................................................................................................. ........................................ Look for Starburst Symbol Above -18° C (0° F) ......................................... .......................................................................................................................... 10W-30, 5W-30 (preferred) Below -29° C (-20° F) ................................................................................................................................................. 5W-30 synthetic (preferred) , 0W-30 Page 265 Diagnostic Trouble Codes DTC U1000 and U1255 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. When a module does not associate an identification number with at least one critical parameter within 5 seconds of beginning serial data communication, DTC U1000 or U1255 DTC is set. When more than one critical parameter does not have an identification number associated with it, the DTC will only be reported once. The Class 2 serial data communications circuit on this vehicle are in a hybrid ring and star configuration. Each module on the ring has 2 serial data circuits connected to it, except the following modules which have only 1 serial data circuit connected them: Page 2477 Steps 7 - 10 Page 6213 For vehicles repaired under warranty, use the table. Disclaimer Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 673 Location View Location View Page 3548 Body Control Module - C2 Part 6 Page 962 Dimmer Switch Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 6013 Application Label Part 3 Application Label Part 4 Page 281 Circuit/System Testing Component Testing Page 4338 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Replacement Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. Page 4216 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 3200 Body Control Module (BCM) C2 Part 6 Page 860 Front Passenger Seat Page 178 Involved are certain vehicles within the VIN breakpoints shown above. PARTS INFORMATION -- Saab US Only Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Page 2521 Spark Plug: Service and Repair SPARK PLUG REPLACEMENT REMOVAL PROCEDURE NOTE: Observe the following service precautions: Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. - Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. - Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. If you are replacing the engine left bank spark plugs, remove the air cleaner intake duct. 2. Remove the spark plug wires from the spark plugs. 3. Remove the spark plugs from the engine. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. 1. Gap the spark plugs to the specifications. Refer to Ignition System Specifications. NOTE: Be sure plug threads smoothly into cylinder head and is fully seated. Use a thread chaser if necessary to clean threads in cylinder head. Cross-threading or failing to fully seat spark plug can cause overheating of plug, exhaust blow-by, or thread damage. Follow the recommended torque specifications carefully. Over or under-tightening can also cause severe damage to engine or spark plug. 2. Install the spark plugs to the engine. Tighten If installing the spark plugs to a new cylinder head tighten the plugs to 20 N.m (15 lb ft). - If installing the spark plugs to an existing cylinder head tighten the plugs to 15 N.m (11 lb ft). Page 8249 Circuit/System Testing Component Testing Page 7282 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Page 3608 Steps 7 - 9 Page 3198 Body Control Module (BCM) C2 Part 4 Page 4423 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Service and Repair Maintenance Indicator - A/T: Service and Repair This vehicle does not use a Trans Fluid Life index, and has no monitor to reset. Page 7864 13. Remove the RH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Right connector (4). 15. Remove the SIS-Right connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Right go to step 3. To enable the roof rail module-right go to step 7, and to enable the seat belt pretensioner-RF go to step 9. 3. Install the SIS-Right connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Right connector (4). Page 5047 9. Place approximately half of the grease from the service kit in the driveshaft inboard seal. Use the remainder of the grease to repack the housing. Important: Ensure the trilobal tripot bushing (3) is flush with the face of the housing (1). 10. Position the larger new seal retaining clamp (2) on the driveshaft inboard seal. 11. Slide the housing (1) over the tripot joint spider assembly on the driveshaft bar. 12. Slide the large diameter of the seal (2), with the larger clamp in place (3), over the outside of the trilobal tripot bushing and locate the lip of the seal in the groove. Important: The seal (2) must not be dimpled, stretched out or out of shape in any way. If the seal (2) is not shaped correctly, carefully insert a thin, flat, blunt tool (no sharp edges) between the large seal opening and the trilobal tripot bushing to equalize the pressure. Shape the seal properly by hand. Remove the thin, flat, blunt tool. 13. Position the joint assembly at the proper vehicle dimension (dimension a= 106mm (4 inch) Page 5257 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 7308 5. Remove the mode actuator. INSTALLATION PROCEDURE 1. Install the mode actuator. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the mode actuator screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 3. Install the mode actuator wire harness connector. 4. Close I/P compartment door. 5. Install the fuse labeled HVAC CTRL (BATT). Recirculation Actuator Replacement RECIRCULATION ACTUATOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuse labeled HVAC CTRL (BATT). 2. Remove the right closeout panel. 3. Remove the communication interface module. 4. Remove the OnStar module bracket. Page 1423 Window Switch - RR Part 2 Page 5005 For vehicles repaired under warranty, use the table. Disclaimer Page 6340 Application Table Part 2 Page 5877 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 7751 47. Cut the yellow harness connector out of the vehicle, leaving at least 16 cm (6 in) of wire at the connector. 48. Strip 13 mm (0.5 in) of insulation from each of the connector wire leads. 49. Cut two 6.1 m (20 ft) deployment wires from a 0.8 mm (18 gage) or thicker multi-strand wire. These wires will be used to fabricate the IP module deployment harness. 50. Strip 13 mm (0.5 in) of insulation from both ends of the wires cut in the previous step. 51. Twist together one end from each of the wires in order to short the wires. 52. Twist together two connector wire leads (the high circuits from both stages of the steering wheel module) to one sets of deployment wires. Refer to SIR Connector End Views in order to determine the correct circuits. 53. Inspect that the 3 wire connection is secure. Page 272 The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When multiple Loss of Communication DTCs are set concurrently, the cause is likely to be 2 opens in the ring portion of the class 2 serial data circuit. Use the Control Modules and Devices ‐ Description and Identification Number table in order to determine which modules are not communicating. Use the class 2 serial data circuit schematic in order to determine the location of the opens. Test Description Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 8081 Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 32 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 387 8.5. Close the luggage compartment floor. 9. Fold down the left-hand rear side hatch in the luggage compartment. 10. M03: Replace the optic cable on the left-hand rear side: 10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A). 10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable. 10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the connector and disconnect the optic cable coming from the OnStar(R) control modules. Page 4639 Fluid Pump: Technical Service Bulletins A/T - 4L65E, 4L60E, 4L60, 200-4R Oil Pump Spring Bulletin No.: 04-07-30-006 Date: February 11, 2004 INFORMATION Subject: 4L65-E, 4L60-E, 4L60 and 200-4R Automatic Transmission Oil Pump Spring First and Second Design Identification Models: 2004 and Prior Passenger Cars and Light Duty Trucks 2003-2004 HUMMER H2 with 4L65-E, 4L60-E, 4L60 or 200-4R Automatic Transmission The purpose of this bulletin is to identify the oil pump spring usage for the two different pump designs. Manufacturing of the first design oil pump springs ended December 15, 2003. Manufacturing of the second design oil pump spring began December 16, 2003 The first design oil pump springs (206) and (207) DO NOT have any identification markings. The first design springs (206) and (207) use an inner and outer spring, two springs. The second design oil pump spring (245) is identified with tapered ends on the spring (245) as shown above. The second design spring (245) is a single spring. When servicing either (first design or second design) oil pump body, use the new single oil pump spring (245) with tapered ends. Page 847 1. Install the power seat switch to the outer trim panel on the seat cushion. 2. Connect the electrical connector. 3. Install the outer trim panel. Page 3561 Body Control Module: Description and Operation BODY CONTROL MODULE (BCM) The CTD system is an internal function of the Body Control Module (BCM) which utilizes class 2 serial data and various switch input information to perform CTD functions. When the BCM detects an unauthorized entry, it activates the horns and exterior lamps. When the BCM detects an unauthorized entry, the BCM enters the alarm mode. The BCM activates the horns and exterior lamps for 2 minutes. This is followed by a three minute time-out with the horn no longer active. If no new intrusions are detected after the time-out, the horn is not active. The system must be disarmed or the intrusion condition removed after the time-out for the system to exit alarm mode. Instruments - GPS System Performance Degradation Antenna, Navigation: All Technical Service Bulletins Instruments - GPS System Performance Degradation Info - Global Position Sensor (GPS) Performance Degradation # 00-08-46-003B - (Feb 9, 2005) Models: 1996-2005 Passenger Cars and Trucks 2002-2005 Saturn Vehicles with Navigation Systems and/or OnStar(R) This bulletin is being revised to include additional information. Please discard Corporate Bulletin Number 00-08-46-003A (Section 08 - Body and Accessories). Navigation and OnStar(R) systems require a GPS antenna in order to function properly. This antenna may be located inside the vehicle. If the GPS antenna is located inside the vehicle, performance of the system may be compromised by window tinting film. If the GPS system performance is in question and the vehicle has window tinting, a quick diagnostic check can be made by temporarily moving the GPS antenna to an external vehicle surface, such as the decklid or roof. If the GPS function of the navigation or On Star(R) system operates normally with the antenna relocated the repair would not be considered a warranty repair. The subsequent repair procedure or GPS placement would be up to the customer. Some vehicles have the GPS antenna located on the rear window shelf Objects placed on the rear window shelf such as tissue boxes, books, dolls, etc,, also have the potential to interfere with GPS performance. Warranty Information Repairs made to the vehicle navigation and/or OnStar(R) system, which are the result of window tinting, are not considered warranty repairs. Disclaimer Page 1394 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Quick Connect Fitting(S) Service (Metal Collar) Fuel Line Coupler: Service and Repair Quick Connect Fitting(S) Service (Metal Collar) QUICK CONNECT FITTING(S) SERVICE (METAL COLLAR) TOOL REQUIRED J 37088-A Fuel Line Disconnect Tool Set REMOVAL PROCEDURE 1. Relieve the fuel system pressure before servicing any fuel system connection. Refer to the Quick Connect Fitting(s) Service (Metal Collar). 2. Remove the retainer from the quick-connect fitting. CAUTION: Wear safety glasses when using compressed air, as flying dirt particles may cause eye injury. 3. Blow dirt out of the fitting using compressed air. 4. Choose the correct tool from the J 37088-A for the size of the fitting. Insert the tool into the female connector, then push inward in order to release the locking tabs. 5. Pull the connection apart. OnStar(R) - Analog/Digital System Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Analog/Digital System Information INFORMATION Bulletin No.: 06-08-46-008C Date: September 18, 2008 Subject: Information on OnStar(R) Dual-Mode (Analog/Digital) Systems Models Supercede: This bulletin is being revised to correct the model year range for the Chevrolet Impala and Monte Carlo and update the reference to GM Dealerworld. Please discard Corporate Bulletin Number 06-08-46-008B (Section 08 - Body and Accessories). All 2000-2003 model year vehicles equipped with OnStar® from the list above were built with Analog/Digital-Ready OnStar(R) Hardware. Some of these vehicles may have been upgraded to Dual-Mode (Analog/Digital). Certain 2004-2005 model year vehicles equipped with OnStar(R) from the list above may have been either: ^ Originally built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware with Dual-Mode (Analog/Digital) OnStar(R) Hardware OR ^ Upgraded to Dual-Mode (Analog/Digital) Hardware All 2006 model year and newer vehicles equipped with OnStar(R) were built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware. If a vehicle has Dual-Mode (Analog/Digital) OnStar(R) Hardware, then the system is capable of operating on both the analog and digital cellular Page 2941 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The CKP sensor is a three wire sensor based on the magneto resistive principle. A magneto resistive sensor uses two magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The CKP sensor returns a digital ON/OFF pulse 24 times per crankshaft revolution. The pulse width encoding pattern is used to synchronize the coil firing sequence with the crankshaft position. The CKP sensor is used for ignition timing, fuel injector timing, misfire diagnostics, and tachometer display. The PCM supplies a 12-volt reference, a low reference, and a medium resolution engine speed signal circuit to the CKP sensor. Page 6092 C206 I/P Harness To Body Harness Part 2 Page 8456 Page 5951 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 5496 Brake Align Order Form Disclaimer Page 6408 C214 Body Harness To Console Harness (With RPO Code UK6, U32) Part 2 Page 4574 ^ Remove only the twenty-two bolts shown bolded in the illustration in order to remove the channel plate assembly from the transaxle case. 8. Only remove the twenty-two bolts shown bolded in the illustration above to remove the channel plate from the transaxle. 9. Remove the manual shift valve link from the manual valve. Note: The channel plate assembly is now held in place by two dowel pins and the oil pump shaft. Use caution when removing the channel plate from the case not to damage the channel plate or case when removing. 10. Remove the channel plate from the transaxle case. Note: The axle seal sleeve will not be reused. A new axle seal sleeve is required on reassembly or a leak may accrue. 11. Remove the snap ring (57) and pry the axle seal sleeve from the output shaft. 12. Remove the 5/8 inch drive link and sprockets. 13. Remove the snap ring (35) to separate the turbine shaft from the 5/8 inch drive sprocket. 14. Install the new 7/8 drive sprocket, P/N 24210128, on the turbine shaft with snap ring (35). Note: Page 1000 Instrument Panel Page 143 OnStar(R) Microphone The OnStar(R), or cellular microphone, can be a part of the rearview mirror assembly, or on some vehicle lines, a separate, stand alone unit. In either case, the VCIM supplies approximately 10 volts to the microphone on the cellular microphone signal circuit, and voice data from the user is sent back to the VCIM over the same circuit. A cellular microphone low reference circuit or a drain wire provides a ground for the microphone. Cellular and GPS Antennas The vehicle will be equipped with one of the following types of antennas: ^ Separate, stand-alone cellular and navigation (GPS) antennas. ^ A combination cellular and navigation (GPS) antenna, which brings the functions of both into a single part. ^ A cellular, GPS, and digital radio receiver (DRR) antenna, which also incorporates the functionality of the DRR satellite antenna (XM). The cellular antenna is the component that allows the OnStar(R) system to send and receive data using electromagnetic waves by means of cellular technology. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The GPS antenna is used to collect the signals of the orbiting GPS satellites. Within the antenna is housed a low noise amplifier that allows for a more broad and precise reception of this data. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The cable also provides a path for DC current for powering the antenna. The OnStar(R) Call Center also has the capability of communicating with the vehicle during an OnStar(R) call to retrieve the latest GPS location and transmit it to the OnStar(R) Call Center. A history location of the last recorded position of the vehicle is stored in the module and marked as aged, for as long as the module power is not removed. Actual GPS location may take up to 10 minutes to register in the event of a loss of power. Audio System Interface When the OnStar(R) requires audio output, a serial data message is sent to the audio system to mute all radio functions and transmit OnStar(R) originated audio. The OnStar(R) audio is transmitted to the vehicle audio system by a dedicated signal circuit and a low reference circuit. The audio system will mute and an audible ring will be heard though the speakers if the vehicle receives a call with the radio ON. On some vehicles, the HVAC blower speed may be reduced when the OnStar(R) system is active to aid in reducing interior noise. When the system is no longer active, the blower speed will return to its previous setting. OnStar(R) Steering Wheel Controls Some vehicles may have a button on the steering wheel, that when pushed can engage the OnStar(R) system. The button may be a symbol of a face with sound waves, or may say MUTE, or be a symbol of a radio speaker with a slash through it. By engaging the OnStar(R) system with this feature, the user can interact with the system by use of voice commands. A complete list of these commands is supplied in the information provided to the customer. If the information is not available for reference, at any command prompt, the user can say "HELP" and the VCIM will return an audible list of available commands. The steering wheel controls consist of multiple momentary contact switches and a resistor network. The switches and resistor network are arranged so that each switch has a different resistance value. When a switch is pressed, a voltage drop occurs in the resistor network. This produces a specific voltage value unique to the switch selected, to be interpreted by the radio or the body control module (BCM). OnStar(R) Power Moding (DRX or Sleep Cycle) The OnStar(R) system uses a unique sleep cycle to allow the system to receive cellular calls while the ignition is in the OFF position and retained accessory power (RAP) mode has ended. A green status LED on the OnStar(R) keypad normally indicates an active OnStar(R) account. The OnStar(R) system will stay powered up after ignition off for an extended time in order to allow for remote services like door unlock, horn honk, light flash, etcetera to take place as requested by the customer. Power cycle (also referred to as DRX) times vary depending on the generation of the OnStar(R) system. Technicians may identify the OnStar(R) system generation by using a Tech 2 and following this menu path: (Body>VCIM>Module ID Information>Module Information 2) or by accessing www.onstarenrollment.com All Generation 6 digital systems are powered up continuously for 48 hours from ignition OFF. After 48 hours, the Generation 6 systems will enter a 9 minute OFF, 1 minute ON power cycle for an additional 72 hours. At the beginning and end of the 1 minute ON stage, you may or may not experience a short spike of current at the beginning and at the end. This allows for calls from OnStar to be received by the system. After 120 hours from ignition OFF, Testing and Inspection Radiator Cap: Testing and Inspection Pressure Cap Testing ^ Tools Required J 24460-01 Cooling System Pressure Tester - J 42401 Radiator Cap/Surge Tank Test Adapter Pressure Cap Testing Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if radiator cap or surge tank cap is removed while the engine and radiator are still hot. 1. Remove the pressure cap. 2. Wash the pressure cap sealing surface with water. 3. Use the J24460-01 (1) with J42401 (2) in order to test the pressure cap. 4. Test the pressure cap for the following conditions: ^ Pressure release when the J24460-01 exceeds the pressure rating of the pressure cap. ^ Maintain the rated pressure for at least 10 seconds. Note the rate of pressure loss. 5. Replace the pressure cap under the following conditions: ^ The pressure cap does not release pressure which exceeds the rated pressure of the cap. ^ The pressure cap does not hold the rated pressure. Service and Repair Thermostat Housing: Service and Repair Thermostat Housing Replacement (LX9) Removal Procedure 1. Drain the cooling system. 2. Remove the air cleaner outlet duct. 3. Disconnect the surge tank hose from the coolant outlet. 4. Remove the thermostat housing to intake manifold bolts. 5. Remove the thermostat housing outlet and thermostat. Installation Procedure 1. Install the thermostat and housing outlet. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the thermostat housing bolts. ^ Tighten the thermostat housing bolts to 25 Nm (18 ft. lbs.). 3. Install the air cleaner outlet duct. 4. Fill the cooling system. 5. Inspect the system for leaks. Page 3416 Knock Sensor: Diagrams Knock Sensor (KS) 1 Page 6088 C110 Forward Lamp Harness To Right Headlamp Harness Page 2459 Important: Draw the camshaft sprocket onto the camshaft using the mounting bolt. 12. Install the camshaft sprocket bolt. ^ Tighten the bolt to 140 Nm (103 ft. lbs.). 13. Coat the crankshaft and camshaft sprocket with engine oil. 14. Install the engine front cover. Page 2888 Powertrain Control Module (PCM) C1 Part 4 Page 3766 1. Remove the crankcase ventilation valve from the rocker arm cover. 2. Operate the engine at idle. 3. Place your thumb over the end of the valve in order to check for a vacuum. If there is no vacuum at the valve, check for the following items: ^ Any plugged hoses ^ The manifold port ^ The crankcase ventilation valve 4. Turn OFF the engine. Remove the crankcase ventilation valve. Shake the valve. Listen for the rattle of the check needle inside of the valve. If valve does not rattle, replace the valve. Page 8426 Diagnostic Trouble Codes DTC U1000 and U1255 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. When a module does not associate an identification number with at least one critical parameter within 5 seconds of beginning serial data communication, DTC U1000 or U1255 DTC is set. When more than one critical parameter does not have an identification number associated with it, the DTC will only be reported once. The Class 2 serial data communications circuit on this vehicle are in a hybrid ring and star configuration. Each module on the ring has 2 serial data circuits connected to it, except the following modules which have only 1 serial data circuit connected them: A/T - 4T65-E, No Reverse Hot/Slips in Reverse Valve Body: Customer Interest A/T - 4T65-E, No Reverse Hot/Slips in Reverse Bulletin No.: 04-07-30-033 Date: August 04, 2004 TECHNICAL Subject: No Reverse Hot, Transaxle Slips In Reverse When Hot, Bump In Reverse Hot (Retighten Valve Body Bolt (379) and Replace Channel Plate Gasket) Models: 2003-2004 Cars with 4T65-E Transaxle (RPO's MN3, MN7, M15 or M76) Condition Some customers may comment that the vehicle slips in reverse when hot, no reverse when hot, or they feel a bump when shifted into reverse when hot. Cause There are multiple possible causes. Listed below are some of the possible causes: ^ Low Transaxle fluid level. ^ Reverse Servo Cover snap ring out of retaining groove. ^ Reverse Servo Piston seal rolled or cut. ^ Channel Plate flatness out of specification. ^ Channel Plate alignment holes improper depth. ^ Valve Body bolt (379) incorrectly torqued. Correction Follow the procedure below for diagnostic tips and repair procedures. 1. Inspect the reverse cover retaining ring for proper seating/retention. ^ If the ring is incorrectly seated, reset the retaining ring. ^ If the retaining ring is properly seated, continue with the next step. 2. Perform a transaxle line pressure check in reverse. This will test the reverse servo piston seal for leaks. ^ If the line pressure test is out of specification, inspect/repair the reverse servo piston seal. Refer to: - Reverse Servo Replacement w/3.4L Engine SI Document ID # 1485540 - Reverse Servo Replacement w/3.8L Engine SI Document ID # 1485543 ^ If the line pressure test is within specification, continue with the next step. 3. Remove the transaxle side cover. Refer to the appropriate SI Document. 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Page 1913 8. Use a flat-bladed tool to remove the locking pins from the body harness connector. 9. Disconnect the body harness connector. 10. Disconnect the remaining wiring harness connectors from the junction block. INSTALLATION PROCEDURE 1. With the electrical center turned upside down, install the electrical center harness connectors into the electrical center. 2. Install the locking pin to the power supply connector NOTE: Refer to Fastener Notice in Cautions in Notices. 3. Install the bolts retaining the engine, I/P, and forward lamp wiring harness connectors to the junction block. Recall - Unwanted ABS Activation/ABS Warning Lamp ON Technical Service Bulletin # 04030A Date: 041210 Recall - Unwanted ABS Activation/ABS Warning Lamp ON Product Safety - Unwanted ABS Activation # 04030A - (Dec 10, 2004) Models: 2004 Chevrolet Malibu, Malibu Maxx Equipped with Anti-Lock Brakes (ABS) THIS BULLETIN IS BEING REVISED TO ADVISE DEALERS TO ORDER PARTS, IF NECESSARY, FROM GMSPO RATHER THAN THE PQC. THIS BULLETIN CANCELS AND REPLACES BULLETIN 04030, ISSUED JUNE 2004. PLEASE DISCARD ALL COPIES OF BULLETIN 04030. Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with anti-lock brake system (ABS). The ABS controller may calculate a higher than actual vehicle speed if there is an erratic rear-wheel speed sensor signal. This can cause ABS activation where it is not needed or cause needed ABS activation to be extended during braking as the vehicle speed drops to about 5 km/h (3 mph). A four wheel ABS activation could occur for a maximum of 1.25 seconds on a level surface or for up to 2.5 seconds if the vehicle is on a grade, resulting in increased stopping distances of up to 3.4 m (11.4 ft). If this condition occurs where stopping distance is limited, a crash could occur. Some customers may experience illumination of the ABS warning lamp on the instrument panel. That can occur when the system detects the erratic speed signals and it means that the ABS is disabled. The brake system will perform normally in non-ABS mode until the vehicle is restarted and the ABS lamp is off. Correction Dealers are to reprogram the ABS controller. Vehicles Involved Involved are certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with ABS and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs. [Not all vehicles within the above breakpoints may be involved.] For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. Dealers that have no involved vehicles currently assigned will not have a report available in GM DealerWorld. For Canada For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared, and is being furnished to involved dealers. Dealers that have no involved vehicles currently assigned, will not receive a report with the recall bulletin. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Page 6141 Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 4. Install the electrical center connector cover. 5. Turn the electrical center right side up. 6. Install the electrical center to the battery tray by pushing the electrical center into the retainer tab. 7. Install all of the fuses and the relays. 8. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 9. Install the electrical center cover. 10. Install the battery. BCM - Brake Pedal Position Learn Procedure Body Control Module: All Technical Service Bulletins BCM - Brake Pedal Position Learn Procedure Bulletin No.: 03-08-47-002A Date: April 22, 2005 INFORMATION Subject: BCM Setup/Sensor Calibration Brake Pedal Position (BPP) Learn Procedure (PCM DTC P0703) Models: 2004 Chevrolet Malibu with 3.5L Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 03-08-47-002. Please discard Corporate Bulletin Number 03-08-47-002 (Section 08 - Body and Accessories). Due to a software issue with previously released software, a "work around procedure" was developed for the BCM setup/sensor calibration brake pedal position (BPP) learn procedure. New software has since been released and this "work around procedure" is no longer necessary. Disclaimer Description and Operation Malfunction Indicator Lamp: Description and Operation MALFUNCTION INDICATOR LAMP (MIL) OPERATION The malfunction indicator lamp (MIL) is located in the instrument panel cluster. The MIL will display as either SERVICE ENGINE SOON or one of the following symbols when commanded ON: The MIL indicates that an emissions related fault has occurred and vehicle service is required. The following is a list of the modes of operation for the MIL: - The MIL illuminates when the ignition is turned ON, with the engine OFF. This is a bulb test to ensure the MIL is able to illuminate. - The MIL turns OFF after the engine is started if a diagnostic fault is not present. - The MIL remains illuminated after the engine is started if the control module detects a fault. A diagnostic trouble code (DTC) is stored any time the control module illuminates the MIL due to an emissions related fault. The MIL turns OFF after three consecutive ignition cycles in which a Test Passed has been reported for the diagnostic test that originally caused the MIL to illuminate. - The MIL flashes if the control module detects a misfire condition which could damage the catalytic converter. - When the MIL is illuminated and the engine stalls, the MIL will remain illuminated as long as the ignition is ON. - When the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition is cycled OFF and then ON. Page 2098 Wheel Hub: Service and Repair Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 5. Remove the stabilizer link bolt at the knuckle and position the stabilizer link out of the way in order to provide access to the wheel bearing/hub bolts. 6. Remove the 4 wheel bearing/hub assembly nuts. 7. Remove the wheel bearing/hub assembly from the knuckle. Installation Procedure 1. Install the wheel bearing/hub assembly to the knuckle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 wheel bearing/hub assembly nuts. ^ Tighten the nuts to 63 Nm (47 ft. lbs.). 3. Connect the stabilizer link bolt at the knuckle.. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. 5. Install the brake rotor. 6. Install the tire and wheel assembly. 7. Lower the vehicle. 8. Inspect the rear alignment. Locations Neutral Safety Switch: Locations Left Rear Of Engine Page 5228 Page 2980 Steps 3 - 4 Page 7898 The following procedure provides instructions for installing a plastic retainer in the seat belt connector on both the driver and front seat passenger seat belt lower webbing attachment point. 1. Open the driver's door and locate the seat belt webbing (3) lower attachment point (2) directly below and inboard of the seat recliner handle (1). 2. Raise the seat recliner handle to access the opening in the seat belt connector (4). Important Visually inspect the retainer (3) and note the taper on the backside. The wider portion of the retainer (1) must be at the top (2) of the seat belt connector when installing. 3. Using long nose pliers, install one plastic retainer in the opening in the seat belt connector as shown. When properly installed, the wider portion of the retainer (1) will be at the top and a snap type sound will be heard when the locking feature (4) on each end of the retainer engage the edges of the seat belt connector. 4. Repeat this procedure on the right front passenger seat belt connector. Page 7790 Inflatable Restraint Front End Sensor - Right Page 5928 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 6285 Auxiliary Power Outlet - Front (With RPO Code w/o NW7, NW9) Page 8017 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 6259 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 1375 Page 1885 Fuse Block - Rear C4 Part 1 Page 1251 Impact Sensor: Diagrams Inflatable Restraint Front End Sensor - Left Locations Knock Sensor: Locations Lower Left Front Of Engine Page 3610 Steps 13 - 15 Locations Seat Heater Control Module: Locations Under Driver Seat Page 1830 3. Install the SIS-Left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Left connector (4). 5. Install the LH door trim panel (2). 6. Connect the roof rail module-left connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-left connector. 8. Install the garnish molding to the upper lock pillar. Locations Top Right Side Of Engine Page 6419 Multiple Junction Connector: Diagrams C403 - C500 C403 Body Harness To Rear Wheel Speed Sensor Harness Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 1074 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 666 Body Control Module: Diagrams Body Control Module (BCM) C4 Body Control Module - C4 Part 1 Page 1335 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 1379 Page 6401 Multiple Junction Connector: Diagrams C206 - C214 C206 I/P Harness To Body Harness Part 1 Page 754 Inflatable Restraint Sensing And Diagnostic Module: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT REMOVAL PROCEDURE CAUTION: Do not strike or jolt the inflatable restraint sensing and diagnostic module (SDM). Before applying power to the SDM, make sure that it is securely fastened with the arrow facing toward the front of the vehicle. Failure to observe the correct installation procedure could cause SIR deployment, personal injury, or unnecessary SIR system repairs. - If the vehicle interior is exposed to moisture and becomes soaked up to the level of the sensing and diagnostic module (SDM), the SDM and the SDM harness connector must be replaced. The SDM could be activated when powered, which could cause the airbag deployment and result in personal injury. 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 8 in Restraint Systems. 2. Remove the console. 3. Remove the inflatable restraint sensing and diagnostic module nuts. 4. Remove the inflatable restraint sensing and diagnostic module wire harness connector. 5. Remove the inflatable restraint sensing and diagnostic module. INSTALLATION PROCEDURE 1. Point the arrow on the SDM toward the front of the vehicle. 2. Install the inflatable restraint sensing and diagnostic module. 3. Install the inflatable restraint sensing and diagnostic module wire harness connector. NOTE: Refer to Fastener Notice in Service Precautions. 4. Install the inflatable restraint sensing and diagnostic module nuts. Locations Page 3594 Engine Control Module: Diagrams Powertrain Control Module (PCM) C3 Powertrain Control Module (PCM) C3 Part 1 Page 5115 Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: All Technical Service Bulletins Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 2977 Top Rear Of Engine Page 3301 Powertrain Control Module (PCM) C3 Part 3 Page 4194 Page 7371 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Locations Trunk / Liftgate Switch: Locations Left Front Door SIR Disabling and Enabling Zones Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zones SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration below, to identify the specific zone or zones in which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. Locations Power Mirror Switch: Locations Left Front Door Page 5260 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 4922 Transmission Mount: Service and Repair Transmission Mount Replacement Side Transmission Mount Replacement Side (W/LX9) Removal Procedure 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the left front tire and wheel. 3. Remove the left splash shield. 4. Using a suitable floor jack and block of wood, support the powertrain. 5. Remove the transaxle mount lower nuts from the frame. 6. Remove the transmission mount upper nuts from the transmission mount bracket. 7. Use the floor jack to raise the powertrain enough to remove the transmission mount. 8. Remove the transaxle mount from the frame. Installation Procedure Specifications Water Pump: Specifications Water Pump Bolt ................................................................................................................................. .................................................. 10 Nm (89 inch lbs.) Water Pump Pulley Bolt .................................. ......................................................................................................................................... 25 Nm (18 ft. lbs.) Specifications Crankshaft Main Bearing: Specifications Crankshaft Main Bearing Cap Bolt/Stud First Pass ............................................................................................................................................. .................................................. 50 Nm (37 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................... 77 degrees Crankshaft Main Bearing Bore Diameter .......................................................................................................... 72.1535-72.0695 mm (2.840-2.841 inch) Crankshaft Main Bearing Bore Out-of-Round ........................................................................................................................... 0 008 mm (0.00031 inch) Crankshaft Main Bearing Journal Width ....................................................................................................................... 23 9-24 1 mm (0 941-0 949 inch) Crankshaft Main Bearing Clearance - Except #3 .................................................................................................. 0.019-0 064 mm (0 0008-0 0025 inch) Crankshaft Main Bearing Clearance - #3 Thrust Bearing ..................................................................................... 0.032-0 077 mm (0 0012-0 0030 inch) Crankshaft Main Journal Diameter ................................................................................................................... 67.239-67.257 mm (2.6473-2.6483 inch) Crankshaft Main Journal Out-of-Round ...................................................................................................................................... 0.005 mm (0.0002 inch) Crankshaft Main Journal Taper ................................................................................................................................................... 0.005 mm (0.0002 inch) Page 345 Test Description DTC U1001 and U1254 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. Once an identification number is learned by a module, it will monitor for that module's Node Alive message. Each module on the class 2 serial data circuit which is powered and performing functions that require detection of a communications malfunction is required to send a Node Alive message every 2 seconds. When no message is detected from a learned identification number for 5 seconds, a DTC U1XXX where XXX is equal to the 3-digit identification number is set. Page 8239 The control module ID number list above provides a method for determining which module is not communicating. A module with a class 2 serial data circuit malfunction or which loses power during the current ignition cycle will have a Loss of Communication DTC set by other modules that depend on information from that failed module. The modules that can communicate will set a DTC indicating the module that cannot communicate. Diagnostic Order When more than one Loss of Communication DTC is set in either one module or in several modules, diagnose the DTCs in the following order: 1. Current DTCs before history DTCs unless told otherwise in the diagnostic table. 2. The DTC which is reported the most times. 3. From the lowest number DTC to the highest number DTC. Conditions for Running the DTC The following DTCs do not have a current status: ^ B1327 ^ B1328 ^ U1300 ^ U1301 ^ U1305 AND ^ The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A node alive message has not been received from a module with a learned identification number within the last 5 seconds. Action Taken When the DTC Sets Locations Discharge Air Temperature Sensor / Switch: Locations Left Side of HVAC Case Page 950 A/C Refrigerant Pressure Sensor Page 2715 12. Remove the exhaust manifold nuts. 13. Remove the exhaust manifold assembly. 14. Remove the exhaust manifold gasket. Installation Procedure 1. Install a new manifold gasket on the cylinder head. 2. Install the exhaust manifold. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the exhaust manifold nuts. ^ Tighten the exhaust manifold nuts to 16 Nm (12 ft. lbs.). 4. Install the rear catalyst assembly and gasket. 5. Install the crossover pipe and gaskets. Page 6403 C207 I/P Harness To Body Harness Part 1 Page 151 Page 4086 Ignition Control Module: Service and Repair IGNITION CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Note the position of the spark plug wires for the installation and disconnect the spark plug wires from the ignition coil and module assembly. 2. Remove the 4 screws securing the ignition coil and module assembly to the bracket. 3. Remove the ignition coil and module assembly. INSTALLATION PROCEDURE 1. Install the ignition coil and module assembly to the bracket. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ignition coil and module assembly screws. Tighten Tighten the screws to 4.5 N.m (40 lb in). 3. Connect the spark plug wires as noted during the removal. Page 5034 12. Remove all traces of old grease and any contaminates. Dry all parts. 13. Inspect the following parts for damage or wear: ^ The tripot joint spider assembly ^ The housing ^ The needle rollers Installation Procedure 1. Install the small seal retaining clamp (1) on the neck of the inboard seal. Do not crimp. 2. Slide the seal onto the driveshaft bar. 3. Position the neck of the seal in the seal groove on the bar. Notice: Refer to Fastener Notice in Service Precautions. 4. Crimp the seal retaining clamp (1) using J 35910. Tighten Crimp to 136 Nm (100 ft. lbs.). 5. Check gap dimension, continue tightening until gap dimension is reached. 6. Install the spacer ring (2) on the driveshaft bar (1). 7. Slide the spider assembly toward the spacer ring as far as it will go on the bar. 8. Install the second retaining ring in the groove at the end of the bar (1) using J 8059. Page 4798 Automatic Transmission Shift Lock Control Diagrams Page 4426 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 7778 Inflatable Restraint Steering Wheel Module Coil C2 Part 1 A/T - 4T45E Growl/Howl on Moderate Acceleration Channel Plate: All Technical Service Bulletins A/T - 4T45E Growl/Howl on Moderate Acceleration Bulletin No.: 04-07-30-021A Date: July 02, 2004 ADVANCE SERVICE INFORMATION RESOLUTION Subject: Growl or Howl Type Noise From Transmission/Engine Compartment During Light to Moderate Acceleration from a Stop (Replace Drive Link, Drive Sprocket and Driven Sprocket) Models: 2004 Chevrolet Malibu, Malibu Maxx 2004 Oldsmobile Alero 2004 Pontiac Grand Am Built After January 16, 2004 with 4T45E Automatic Transaxles (RPO MN5) Built Between Julian Date 4016 and 4126 and 3.4L or 3.5L V6 Engine (VINs E, 8 - RPOs LA1, LX9) Supercede: This bulletin is being revised to include a repair procedure and parts availability information. Please discard Corporate Bulletin Number 04-07-30-021 (Section 07-Transmission/Transaxle). Condition Some customers may comment on a growl or howl type noise during light to moderate acceleration from a stop. This noise is load and engine RPM sensitive and will occur between 1500 RPM to approximately 2300 RPM. The noise is most noticeable in first and second gear. The noise may dissipate prior to the 1-2 shift, but will be noticed again in second gear depending on the load and engine RPM. The pitch of the noise will change during the 1-2 shift. Cause The noise is due to the new 5/8 inch drive link assembly being at a resonant frequency during certain driving conditions. Correction Important: Only RPO MN5 transaxles built between Julian date 4016 and 4126 have 5/8 inch drive link assemblies. Refer to Transmission ID and VIN Derivative Location, for Julian date location information. Follow the service procedure below to replace the 5/8 inch drive link and sprockets with a 7/8 inch drive link and sprockets. 1. Remove the transaxle from the vehicle. 2. Install the transaxle in the bench support fixture. 3. Remove the torque converter. 4. Remove the Park Neutral Position (PNP) switch. 5. Remove the side cover transmission mount bracket from the transmission. 6. Remove the control valve side cover. 7. Remove the wiring harness from the valve body and solenoids. Important: ^ It is not necessary to remove either the valve body or the oil pump from the channel plate assembly. Page 7729 Air Bag: Service and Repair Deployment Procedures DEPLOYMENT PROCEDURES The inflator module can be deployed inside or outside of the vehicle. The method used depends upon the final disposition of the vehicle. Review the procedures in order to determine which will work best in a given situation. Page 651 Body Control Module - C1 Part 2 Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 1629 Drive Belt: Description and Operation Drive Belt System Description The drive belt system consists of the following components: ^ The drive belt ^ The drive belt tensioner ^ The crankshaft balancer pulley ^ The accessory drive components The generator - The A/C compressor - The water pump The drive belt system uses one belt. The drive belt is thin so that it can bend backwards and has several ribs to match the grooves in the pulleys. The drive belt is made of different types of rubbers (chloroprene or EPDM) and have different layers or plys containing either fiber cloth or cords for reinforcement. Both sides of the drive belt may be used to drive the different accessory drive components. When the back side of the drive belt is used to drive a pulley, the pulley is smooth. The drive belt is pulled by the crankshaft balancer pulley across the accessory drive component pulleys. The spring loaded drive belt tensioner keeps constant tension on the drive belt to prevent the drive belt from slipping. The drive belt tensioner arm will move when loads are applied to the drive belt by the accessory drive components and the crankshaft. Locations Top Right Side Of Engine Page 2335 Oil Filter: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure Caution: Refer to Battery Disconnect Caution in Service Precautions. 1. Remove the negative battery cable. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Remove the oil pan bolt. 4. Remove the oil filter. Installation Procedure 1. Install the oil filter. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the oil pan drain bolt. ^ Tighten the oil pan drain bolt to 26 Nm (19 ft. lbs.). Lower the vehicle. 3. Fill the engine with oil to the appropriate mark. 4. Install negative battery cable. 5. Start engine and inspect for leaks. Page 7121 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 5479 TOOL INFORMATION CORRECTION PLATE PART INFORMATION Refer to TSB 01-05-23-001 for the Brake Align(R) application chart. For vehicles repaired under warranty, Brake Align(R) Run-Out Correction Plates should be submitted in the Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: - Dealer Equipment and Services - Brake Align(R) LLC (U.S. Dealers Only) * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items, which may be available from other sources. Page 5988 Fuse Block - Rear C3 Part 3 Specifications Lifter / Lash Adjuster: Specifications Valve Lifter Guide Bolt ......................................................................................................................... ................................................ 10 Nm (89 inch lbs.) Valve Lifter Bore Diameter ....................................................................................................................................... 21.417-21.455 mm (0.843-0.844 inch) Page 6630 Alignment: Description and Operation Caster Description Caster is the tilting of the uppermost point of the steering axis either forward or backward, when viewed from the side of the vehicle. A backward tilt is positive (+) and a forward tilt is negative (-). Caster influences directional control of the steering but does not affect the tire wear. Caster is affected by the vehicle height, therefore it is important to keep the body at its designed height. Overloading the vehicle or a weak or sagging rear spring will affect caster. When the rear of the vehicle is lower than its designated trim height, the front suspension moves to a more positive caster. If the rear of the vehicle is higher than its designated trim height, the front suspension moves to a less positive caster. With too little positive caster, steering may be touchy at high speed and wheel returnability may be diminished when coming out of a turn. If one wheel has more positive caster than the other, that wheel will pull toward the center of the vehicle. This condition will cause the vehicle to pull or lead to the side with the least amount of positive caster. Camber Description Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle. When the wheels tilt outward at the top, the camber is positive (+). When the wheel tilts inward at the top, the camber is negative (-). The amount of tilt is measured in degrees from the vertical. Camber settings influence the directional control and the tire wear. Too much positive camber will result in premature wear on the outside of the tire and cause excessive wear on the suspension parts. Too much negative camber will result in premature wear on the inside of the tire and cause excessive wear on the suspension parts. Unequal side-to-side camber of 1 degree or more will cause the vehicle to pull or lead to the side with the most positive camber. Toe Description Vehicle - Recreational (Dinghy) Towing Information Towing Information: Technical Service Bulletins Vehicle - Recreational (Dinghy) Towing Information Bulletin No.: 00-00-89-008F Date: July 28, 2006 INFORMATION Subject: Recreational (Dinghy) Towing Locations Page 1875 Fuse Block - Rear C1 Part 3 Page 1528 Steps 3 - 4 Page 2650 16. Install the radiator outlet hose to the radiator. 17. Reposition the radiator outlet hose clamp at the radiator using the J 38185. Important: Radiator air deflectors must be properly installed or reduced A/C and engine cooling system performance could occur. 18. Install the left radiator air deflector. 19. Install the left radiator air deflector retainers. 20. Install the right radiator air deflector. 21. Install the right radiator air deflector retainers. 22. Install the right front fender liner. Locations Lower Rear Of The Engine Page 5012 Wiring Harness: Service and Repair Wiring Harness Replacement Removal Procedure Tools Required ^ J 41101 Pass-Through Connector Remover 1. Remove the transmission side cover. 2. Remove the control valve body. 3. Push the J 41101 onto the pass-through connector from the outside of the transmission case in order to compress the pass-through connector's retaining tabs. 4. With the retaining tabs compressed, use a screwdriver in order to remove the pass-through connector through the inside of the transmission case. 5. Remove the wiring harness (11). Installation Procedure Connect the wiring harness assembly to the following components: ^ The TFP switch assembly (13) ^ The pressure control solenoid (312) (red connector) Important: The 1-2 shift solenoids wires are red and light green. The 2-3 shift solenoid wires are red and yellow. ^ The 1-2 shift solenoid (305) (white connector) ^ The 2-3 shift solenoids (305) (white connectors) ^ The TCC solenoid (335) ^ Install the control valve body. ^ Install the transmission side cover. Page 2809 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Page 4582 ^ Remove only the twenty-two bolts shown bolded in the illustration in order to remove the channel plate assembly from the transaxle case. 8. Only remove the twenty-two bolts shown bolded in the illustration above to remove the channel plate from the transaxle. 9. Remove the manual shift valve link from the manual valve. Note: The channel plate assembly is now held in place by two dowel pins and the oil pump shaft. Use caution when removing the channel plate from the case not to damage the channel plate or case when removing. 10. Remove the channel plate from the transaxle case. Note: The axle seal sleeve will not be reused. A new axle seal sleeve is required on reassembly or a leak may accrue. 11. Remove the snap ring (57) and pry the axle seal sleeve from the output shaft. 12. Remove the 5/8 inch drive link and sprockets. 13. Remove the snap ring (35) to separate the turbine shaft from the 5/8 inch drive sprocket. 14. Install the new 7/8 drive sprocket, P/N 24210128, on the turbine shaft with snap ring (35). Note: Specifications Camshaft Thrust Plate: Specifications Camshaft Thrust Plate Screw .............................................................................................................. .................................................. 10 Nm (89 inch lbs.) Page 5692 Important: Do not reuse the position sensor bolt. Always use a new bolt when installing a brake pedal position sensor. 1. Install the brake pedal position sensor and the bolt to the brake pedal bracket. Tighten Tighten the bolt to 2 Nm (18 lb in). 2. Install the electrical connector to the position sensor. 3. Install the steering wheel stub shaft to the steering column. 4. Install the closeout panel. 5. Calibrate the position sensor. See: Testing and Inspection/Programming and Relearning Page 2796 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Inflatable Restraint Sensing and Diagnostic Module (W/ RPO AK5) Inflatable Restraint Sensing And Diagnostic Module: Diagrams Inflatable Restraint Sensing and Diagnostic Module (W/ RPO AK5) Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 1 Interior - Rattle/Buzz From Instrument Panel Heater Core Case: All Technical Service Bulletins Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Page 1098 Underhood Lamp Switch: Description and Operation HOOD AJAR SWITCH The hood switch provides status of the hood to the body control module (BCM) for remote vehicle start (RVS) functions. It is integrated into the hood latch assembly. The hood ajar switch provides 2 separate inputs to the BCM. When the hood is closed, the hood ajar open signal circuit is approximately battery voltage. The hood ajar closed signal circuit is pulled low to ground. The opposite occurs when the hood is opened. Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 6417 C319 Body Harness To Left Inflatable Restraint Side Impact Module Jumper Harness Pressure, Vacuum and Temperature Specifications Engine Oil: Pressure, Vacuum and Temperature Specifications Oil Pressure - 1850 RPM ..................................................................................................................... .......................................................... 414 kPa 60 PSI Page 5398 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Steering - Front End Clunk/Rattle/Knock On Bumps Steering Gear: Customer Interest Steering - Front End Clunk/Rattle/Knock On Bumps TECHNICAL Bulletin No.: 06-02-32-007G Date: April 05, 2010 Subject: Clunk, Knock or Rattle Noise From Front of Vehicle While Driving or Turning Over Bumps at Low Speeds (Diagnose Noise and Perform Outlined Repair) Models: 2004-2006 Chevrolet Malibu Maxx 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn Aura Supercede: This bulletin is being revised to update the Parts Information for the bolt. Please discard Corporate Bulletin Number 06-02-32-007F (Section 02 - Steering). Condition 1 Some customers may comment on a clunk noise heard and felt in the steering wheel while driving at slow speeds and turning. The clunk noise may appear to be directly in front of the driver. Hitting a bump while turning can produce the clunk noise. Sometimes the noise may be duplicated when the vehicle is sitting still and the steering wheel is turned 90 degrees in either direction before initially centering the steering wheel. Cause 1 The clunk noise may be caused by a slip/stick condition between the inner and outer components of the intermediate shaft. Important Revised design intermediate shafts went into production in the 2009 model year and are the only design currently available through GMSPO since approximately September 2008. Since any model year vehicle could have had a second design shaft installed, it is critical to identify it before proceeding. The revised design intermediate shafts will NOT tolerate any type of lubricant per the following instructions. Adding lube to the second design shafts will cause a clunk noise in a very short period of time. Use the following pictures to identify which design of shaft you are servicing. Electric Assist Power Steering First Design - Bare Steel Tube (Lube OK) Page 8260 Page 6813 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 3576 BCM Scan Tool Output Controls Aluminum Wheel Porosity Repair Wheels: Service and Repair Aluminum Wheel Porosity Repair Aluminum Wheel Porosity Repair 1. Remove the tire and wheel. 2. Inflate the tire to the manufactures specified pressure as stated on the tire. 3. Submerge the tire/wheel into a water bath in order to locate the leak. 4. Inscribe a mark on the wheel in order to indicate the leak areas. 5. Inscribe a mark on the tire at the valve stem in order to Indicate the orientation of the tire to the wheel. 6. Remove the tire from the wheel. Important: Do not damage the exterior surface of the wheel. 7. Use number 80 grit sandpaper to scuff the inside of the rim surface at the leak area. 8. Use general purpose cleaner such as 3M P/N 08984 or equivalent to clean the leak area. 9. Apply 3 mm (0.12 inch) thick layer of adhesive/sealant, GM P/N 12378478 (Canadian P/N 88900041) or equivalent. to the leak area. 10. Allow for the adhesive/sealant to dry. 11. Align the inscribed mark on the tire with the valve stem on the wheel. 12. Install the tire to the wheel. 13. Inflate the tire to the manufactures specified pressure as stated on the tire. 14. Submerge the tire/wheel into a water bath in order ensure the leak is sealed. 15. Balance the tire and wheel. 16. Install the tire and wheel. 17. Lower the vehicle. Page 5455 Installation Procedure 1. Inspect the caliper slide boots for cuts, tears, or deterioration. If damaged, replace the slides and boots. 2. Install the brake caliper to the brake caliper bracket. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the 2 brake caliper pin bolts. ^ Tighten the brake caliper pin bolts to 35 Nm (26 ft. lbs.). 4. Install the park brake cable to the caliper. 5. Remove the caps or plugs from the brake caliper opening and the brake hose. Page 4333 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 2-3 shift solenoid retainer clip (304), the 2-3 shift solenoid (305) with O-ring (303), the 2-3 shift valve (307), and the 2-3 shift valve spring (306). Installation Procedure 1. Install the 2-3 shift valve spring (306), the 2-3 shift valve (307), the 2-3 shift solenoid (305) with O-ring (303) and the 2-3 shift solenoid retainer clip (304) 2. Install the transmission side cover. Page 7953 1. Install the seat belt retractor to the vehicle. 2. Install the seat belt retractor anchor to the seat frame. 3. Install the upper seat belt anchor to the seat frame. 4. Install the seat back cover and pad to the 60% side. Page 77 Page 4676 Important: Five inspections are used in order to verify proper installation. The installation must pass all 5 tests. If one or more of the tests fail, adjust the park/lock cable. 8. Ensure that the key can be removed with the lock cylinder in the OFF position and the floor shift lever in the P (Park) position. Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 2380 6. Install the MAP sensor bracket and the sensor. 7. Install the EVAP canister purge valve. 8. Install the ignition coil bracket with the coils. 9. Install the following wiring harnesses to the retainers: ^ The engine wiring harness ^ The left side spark plug wire harness ^ The CMP sensor wiring harness 10. Install the left side spark plug wires to the spark plugs. . 11. Install the air cleaner intake duct. 12. Connect the electrical connectors to the following: ^ The EVAP canister purge valve ^ The electronic throttle control ^ The IAT sensor ^ The MAP sensor ^ The EGR valve 13. Install the vacuum hoses to the following: ^ The heater and air conditioning source ^ The brake booster ^ The manifold vacuum source ^ The EVAP canister purge valve 14. Connect the negative battery cable. 15. Fill the cooling system. Page 2860 Body Control Module: Description and Operation BODY CONTROL MODULE (BCM) The CTD system is an internal function of the Body Control Module (BCM) which utilizes class 2 serial data and various switch input information to perform CTD functions. When the BCM detects an unauthorized entry, it activates the horns and exterior lamps. When the BCM detects an unauthorized entry, the BCM enters the alarm mode. The BCM activates the horns and exterior lamps for 2 minutes. This is followed by a three minute time-out with the horn no longer active. If no new intrusions are detected after the time-out, the horn is not active. The system must be disarmed or the intrusion condition removed after the time-out for the system to exit alarm mode. Page 5641 13. Remove the caps or plugs from the 4 brake pipes (1) and install the 4 brake pipes (1) to the proportioning valve. ^ Tighten the pipes to 20 Nm (15 ft. lbs.). 14. Connect the vacuum brake booster check valve (1) to the vacuum brake booster grommet (4). 15. Bleed the hydraulic brake system. 16. Calibrate the brake pedal position sensor. Page 123 For vehicles repaired under warranty, use the table. Disclaimer Page 3701 Left Rear Of Engine Page 550 Disclaimer Description and Operation Voltage Regulator: Description and Operation REGULATOR The voltage regulator controls the rotor field current in order to limit the system voltage. When the field current is on, the regulator switches the current on and off at a rate of 400 cycles per second in order to perform the following functions: - Radio noise control - Obtain the correct average current needed for proper system voltage control. At high speeds, the on-time may be 10 percent with the off-time at 90 percent. At low speeds, the on-time may be 90 percent and the off-time 10 percent. A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Fluid Pump: Technical Service Bulletins A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Bulletin No.: 04-07-30-023 Date: May 12, 2004 INFORMATION Subject: Oil Pump Assembly Seal and Transmission Case Change Models: 2002-2004 Cars and Light Duty Trucks with 4L60-E or 4L65-E Automatic Transmissions (RPOs M30, M32 or M33) An improved oil pump to case seal design has been made to the 4L60-E/4L65-E transmission. The new design affects the oil pump, the oil pump seal, the transmission pan bolts and the transmission case. The complete design was implemented in three phases. The first phase, beginning in September 2002, relocated the machining of the oil pump 0-ring seal groove in the pump body. The 0-ring seal groove moved 1.6 mm (0.62 in) inward on the pump body in order to place the sealing surface deeper into the case bore. The relocated pump body groove can be identified by measuring the groove location. Pump bodies that measure 2.3 mm (0.09 in) from the machined surface to the groove opening have the relocated 0-ring seal groove. Pump bodies that measure 3.9 mm (0.15 in) are prior to September 2002 design. Page 822 Right Front Door Page 1836 2. Connect both front end sensors connector to the front end sensor (1). 3. Connect both CPA's to each front end sensor connector. 4. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center (1). 5. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 6. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. Page 4729 Seals and Gaskets: Service and Repair Torque Converter, Turbine Shaft Seal Replacement Torque Converter, Turbine Shaft Seal Replacement Removal Procedure Caution: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Remove the transmission assembly from the vehicle. 3. Remove the torque convertor assembly from the transmission. 4. Remove the torque convertor O-ring seal from the end of the turbine shaft. Use a screwdriver. Installation Procedure 1. Install a new torque convertor O-ring seal on the end of the turbine shaft. 2. Install the torque convertor onto the transmission. 3. Install the transmission into the vehicle. 4. Connect the negative battery cable. 5. Adjust the transmission oil level. Page 8492 5. Choose the outstanding core you wish to process, by selecting the Virtual Core Button on the far right side of the screen. 6. Enter the information in the required fields and select the submit button. Record the confirmation number. Canadian Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto https://adt.onstar.gm.mass.ca and enter information as prompted. All Dealers If the website indicates that the VCIM needs to be physically returned to the distributor, please use the pre-paid shipping label that was included in the kit to return the removed VCIM. Important: To avoid a $250 core non-return charge, you must do one of the following within 30 days of kit shipment: 1. Submit the necessary VCIM data through the website, as indicated above. 2. Mail the removed core from the customer's vehicle back to the distributor. 3. Return the unused digital upgrade kit back to the distributor using the pre-paid shipping label that is included in the kit box. Returning the Upgraded Vehicle to the Customer Returning the Upgraded Vehicle to the Customer 1. Place the new OnStar Subscriber Information (Owner's Manual kit) in the customer's vehicle where they can review some of the new features of the Digital-Capable system. The continuous digit dialing feature should be highlighted to the customer to avoid a return to the dealership for dialing instructions. Advise the customer to discard any existing OnStar(R) Owner's Manuals that may be in the vehicle. 2. Have the Service Advisor, Service Manager or Sales Consultant review the new OnStar(R) Hands-Free Calling procedure with the customer. The customer is uses to their analog OnStar(R) Hands-Free Calling system, which uses individual digit dial to make a call. The Generation 6 Digital-Capable system uses continuous digit dial, and the customer needs to be made aware of this change. 3. U.S. Dealers Only: Staple the "Tip Sheet - OnStar(R) Generation 6 Digitally-Capable System", that was included in the kit, to the customer's copy of the repair order. This tip sheet will help your customer better understand their new OnStar(R) system. 4. Canadian Dealers Only: Refer the customer to the Hands-Free Calling Quick Review Card from the new OnStar(R) Owner's Manual kit for help with the new dialing procedure. 5. Fill out the form entitled "GM Limited Warranty for Upgraded OnStar(R) Digital Equipment Program Participants" and staple a copy of this to the customer's repair order. You may want to keep a copy for your records. 6. Encourage your customer to press their blue OnStar(R) button the next day. The OnStar(R) Advisor will be able to review some of the new features of their digital OnStar(R) system. Closing the Onstar(R) Upgrade Exchange Closing the OnStar(R) Upgrade Exchange 1. Collect payment from the customer. Your dealership's open account (sales) will be charged for the cost of the chosen subscription plan, any applicable subscription taxes, and the $15 upgrade charge after the vehicle has been configured through the TIS2WEB process. 2. None of the costs associated with the OnStar Digital Upgrade program may be claimed as a GM goodwill event. These costs must be paid by the customer, and may not be included in any goodwill offered to the customer. GM employees or representatives or field personnel are not able to offer goodwill for this program. If the dealership decides to pay for the upgrade for their customer, be aware that your GM or OnStar(R) contact will not be able to reimburse you for this cost. 3. Use labor code Z2096 to submit your claim for the labor time published below plus 0.2 hr Administrative Allowance and an additional $20.00 Net Amount. ^ For all dealer claim submissions (excluding U.S. Saturn), use Complaint Code MH - Technical Bulletin, and Failure Code 93 - Technical Service Bulletin. Page 3228 Body Control Module - C4 Part 3 Fuel Tank Pressure Sensor Replacement (Malibu Sedan) Fuel Tank Pressure Sensor: Service and Repair Fuel Tank Pressure Sensor Replacement (Malibu Sedan) FUEL TANK PRESSURE SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Relieve the system fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Drain fuel tank. Refer to Fuel Tank Draining Procedure. 4. Remove the fuel tank. 5. Remove the electrical connector from the fuel tank pressure sensor. 6. Remove the fuel tank pressure sensor (1) from modular fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor (1) to modular fuel sender. 2. Install the electrical connector to fuel tank pressure sensor. 3. Install the fuel tank. 4. Refill tank. 5. Install the negative battery cable. Page 8354 Page 6714 12. Disconnect the roof rail module-left connector from the vehicle harness connector. 13. Remove the LH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Left connector (4). 15. Remove the SIS-Left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Left go to step 3. To enable the roof rail module-left go to step 7, and to enable the seat belt pretensioner-LF go to step 9. 3. Install the SIS-Left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Left connector (4). Page 4576 For vehicles repaired under warranty, use the table. Disclaimer Page 5415 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 6425 C500 Body Harness To Left Front Door Harness Part 4 Page 6260 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 4366 Instruments - DIC Messages Missing Body Control Module: Customer Interest Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Page 5218 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The table explains the numbering system. Electrical Symbols Page 4784 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 6499 5. Use a flat-bladed tool to disengage the 4 tabs that secure the electrical center to the battery tray. 6. Use a flat-bladed tool to remove the connector cover from the electrical center. 7. Loosen the 4 bolts across the top of the electrical center. Page 8469 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through the existing cable ties (C) if possible, otherwise, secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches lock. 6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring harness securing points and by the SRS unit (D). 6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel shelf. 6.15. Unplug the connectors (E) from the OnStar(R) control modules. 6.16. Remove the console (F) together with the OnStar(R) control modules. Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: All Technical Service Bulletins Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Locations Page 6962 9. Remove the trailing arm to knuckle bolts. 10. Remove the stabilizer shaft link to knuckle bolt. 11. Remove the knuckle from the vehicle. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the trailing arm to knuckle bolts. ^ Tighten the bolts to 180 Nm (133 ft. lbs.). Page 5403 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Body Controls - BCM Cross Platform Functionality Body Control Module: All Technical Service Bulletins Body Controls - BCM Cross Platform Functionality INFORMATION Bulletin No.: 09-08-47-002 Date: November 17, 2009 Subject: Information on Body Control Module (BCM) Functionality Across Vehicle Lines Models: 2004-2010 Chevrolet Malibu 2008 Chevrolet Malibu Classic 2005-2010 Chevrolet Cobalt 2006-2010 Chevrolet HHR 2005-2009 Pontiac G6 2006-2009 Pontiac Solstice 2007-2009 Saturn AURA, SKY The purpose of this bulletin is to address the unique differences in Body Control Module (BCM) functionality of the affected vehicles. Many electrical functions on these vehicles do not directly involve the BCM, even though they may on other vehicles. The cooling fans, for example, are controlled by the engine control module (ECM) on the Malibu, but are controlled by the BCM on the Impala. The BCM is primarily a gateway between the high- and low-speed GMLAN serial data buses on the above listed vehicles. Functions That Do Not Involve the BCM The following list of features and functions are not controlled or dependent on the BCM: Important The BCM should NOT be replaced for conditions in these areas. - Cooling fans - Clock display - Radio display - Power mirrors - OnStar(R) - Rear wiper (on Malibu Maxx) - Warning lamps - Malfunction indicator lamp (MIL) - Driver seat belt reminder light and chime - Power windows Important The BCM also acts as a power distribution center and may provide a fused battery feed to the modules that actually do control the above functions. Do not assume a similar control module issue will apply to different vehicle lines. Refer to SI for the appropriate description and operation and diagnostic information. Disclaimer Page 3284 - Battery saver mode-After a predetermined time without engine RPM, the PCM commands the battery saver mode. During the battery saver mode, the TAC module removes the voltage from the motor control circuits, which removes the current draw used to maintain the idle position and allows the throttle to return to the spring loaded default position. Reduced Engine Power Mode When the PCM detects a condition with the TAC system, the PCM may enter a reduced engine power mode. Reduced engine power may cause one or more of the following conditions: - Acceleration limiting-The PCM will continue to use the accelerator pedal for throttle control; however, the vehicle acceleration is limited. - Limited throttle mode-The PCM will continue to use the accelerator pedal for throttle control; however, the maximum throttle opening is limited. - Throttle default mode-The PCM will turn off the throttle actuator motor and the throttle will return to the spring loaded default position. - Forced idle mode-The PCM will perform the following actions: - Limit engine speed to idle by positioning the throttle position, or by controlling the fuel and spark if the throttle is turned off. - Ignore the accelerator pedal input. - Engine shutdown mode-The PCM will disable fuel and de-energize the throttle actuator. Page 1783 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons BCM - Brake Pedal Position Learn Procedure Body Control Module: All Technical Service Bulletins BCM - Brake Pedal Position Learn Procedure Bulletin No.: 03-08-47-002A Date: April 22, 2005 INFORMATION Subject: BCM Setup/Sensor Calibration Brake Pedal Position (BPP) Learn Procedure (PCM DTC P0703) Models: 2004 Chevrolet Malibu with 3.5L Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 03-08-47-002. Please discard Corporate Bulletin Number 03-08-47-002 (Section 08 - Body and Accessories). Due to a software issue with previously released software, a "work around procedure" was developed for the BCM setup/sensor calibration brake pedal position (BPP) learn procedure. New software has since been released and this "work around procedure" is no longer necessary. Disclaimer Page 5503 Brake Rotor/Disc: Service and Repair Brake Rotor Refinishing Brake Rotor Refinishing ^ Tools Required J 41013Rotor Resurfacing Kit - J 42450-A Wheel Hub Resurfacing Kit Caution: Refer to Brake Dust Caution in Service Precautions. Important: ^ The disc brake rotors do not require refinishing as part of routine brake system service. New disc brake rotors do not require refinishing. Do not refinish disc brake rotors in an attempt to correct the following conditions Brake system noise - squeal, growls groan - Uneven and/or premature disc brake pad wear - Superficial or cosmetic corrosion/rust of the disc brake rotor friction surface - Scoring of the disc brake rotor friction surface less than the maximum allowable specification ^ Before refinishing a brake rotor, the rotor MUST first be checked for adequate thickness to allow the rotor to be refinished and remain above the minimum allowable thickness after refinish specification. Disc brake rotors should only be refinished if they have adequate thickness to be refinished and if one or more of the following conditions exist Thickness variation in excess of the maximum allowable specification - Excessive corrosion/rust and/or pitting - Cracks and/or heat spots - Excessive blueing discoloration - Scoring of the disc brake rotor surface in excess of the maximum allowable specification ^ Disc brake rotors may need to be refinished as part of the process for correcting brake rotor assembled lateral runout (LRO) that exceeds the maximum allowable specification. Important: Whenever the brake rotor has been separated from the hub/axle flange, clean any rust or contaminants from the hub/axle flange and the brake rotor mating surfaces. Failure to do this may result in increased assembled lateral runout (LRO) of the brake rotor, which could lead to brake pulsation. 1. Using the J 42450-A, thoroughly clean any rust or corrosion from the mating surface of the hub/axle flange. 2. Using the J41013, thoroughly clean any rust or corrosion from the mating surface and mounting surface of the brake rotor. 3. Inspect the mating surfaces of the hub/axle flange and the rotor to ensure that there are no foreign particles or debris remaining. 4. Mount the brake rotor to the brake lathe according to the lathe manufacturer's instructions, ensuring that all mounting attachments and adapters are clean and free of debris. 5. Ensure that any vibration dampening attachments are securely in place. 6. With the brake lathe running, slowly bring in the cutting tools until they just contact the brake rotor friction surfaces. 7. Observe the witness mark on the brake rotor. If the witness mark extends approximately three-quarters or more of the way around the brake rotor friction surface on each side, the brake rotor is properly mounted to the lathe. 8. If the witness mark does not extend three-quarters or more of the way around the brake rotor, re-mount the rotor to the lathe. 9. Following the brake lathe manufacturer's instructions, refinish the brake rotor. 10. After each successive cut, inspect the brake rotor thickness. 11. If at any time the brake rotor exceeds the minimum allowable thickness after refinish specification, the brake rotor must be replaced. 12. After refinishing the brake rotor, use the following procedure in order to obtain the desired non-directional finish: 12.1. Follow the brake lathe manufacturer's recommended speed setting for applying a non-directional finish 12.2. Using moderate pressure, apply the non-directional finish: ^ If the lathe is equipped with a non-directional finishing tool, apply the finish with 120 grit aluminum oxide sandpaper ^ If the lathe is not equipped with a non-directional finishing tool, apply the finish with a sanding block and 150 grit aluminum oxide sandpaper 12.3. After applying a non-directional finish, clean each friction surface of the brake rotor with denatured alcohol, or an equivalent approved brake cleaner 13. Remove the brake rotor from the brake lathe. 14. Measure the assembled lateral runout (LRO) of the brake rotor to ensure optimum performance of the disc brakes. . 15. If the brake rotor assembled LRO measurement exceeds the specification, bring the LRO to within specifications. Page 3697 Lower Left Front Of Engine Left Front Of Engine Specifications Valve Guide: Specifications Valve Stem-to-Guide Clearance ................................................................................................................................ 0.026-0 068 mm (0.0010-0 0027 inch) Page 2458 7. Install the timing chain onto the camshaft gear. 8. Hold the camshaft sprocket with the chain hanging down, and install the chain to the crankshaft gear. 9. Align the crankshaft timing mark (2) to the timing mark on the bottom of the timing chain dampener (1). 10. Align the timing mark on the camshaft gear. center line of the locator hole (4), with the timing mark on the top of the chain dampener (3). 11. Align the dowel in the camshaft with the dowel hole in the camshaft sprocket (1). Page 377 switch lighting connector. 3.3. Undo the floor console's retaining bolts (C). 3.4. Take out the rear ashtray/cover (D). 3.5. Remove the screw (E) for the rear cover. 3.6. Remove the floor console's retaining nuts (E). 3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly. 3.8. If required, detach the switch for the rear seat heater and unplug the connector. 4. Remove the switch and the floor console: 4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the window lift module's connector. 4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console. 5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: 5.1. Unplug the SRS control module's connector (A). Page 2396 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2309 Engine Mount: Service and Repair Installing Engine Support Fixture Engine Support Fixture ^ Tools Required J 28467-B Engine Support Fixture - J 36462 Engine Support Adapter Leg 1. Raise the hood. 2. Disconnect the negative battery cable. 3. Install the thread support nuts J 28467-33A onto the strut attaching studs. 4. Install the strut tower support assemblies J 28467-5A over the thread support nuts J 28467-33A. 5. Install the T-bolts J 28467-5 with 5/16 inch washers through the strut tower support assemblies J 28467-5A into the thread support nuts J 28467-33A. Hand tighten the bolts. 6. Install the 2 cross bracket assemblies J 28467-1A over the strut tower tube J 28467-3. 7. Install the strut tower tube J 28467-3 into the strut tower support assemblies J 28467-5A. 8. Install the 1/2 inch x 2.5 inch quick release pin J 28467-10 through the strut tower support assemblies J 28467-5A and the strut tower tube J 28467-3 on one side only. 9. Install the radiator shelf tube J 28467-2A through the driver side cross bracket assembly J 28467-1A on the top of the strut tower tube J 28467-3. 10. Place the rubber padded foot of the front support assembly J 28467-4A on the vehicle radiator shelf. The foot position used in the front support assembly J 28467-4A depends on the vehicle application. 11. Install the 7/16 inch x 2.0 inch quick release pin J 28467-9 through the hole in the front support assembly J 28467-4A in order to level the radiator shelf tube J 28467-2A. The hole used in the front support assembly J 28467-4A depends on the vehicle application. 12. Install the lift hook J 28467-7A through the lift hook bracket J 28467-6A. 13. Install the 1/2 inch lift hook washer and lift hook wing nut J 28467-34 onto the lift hook J 28467-7A. 14. Install the assembled lift hook bracket J 28467-6A over the radiator shelf tube J 28467-2A. 15. Adjust the radiator shelf tube J 28467-2A and the assemblage lift hook bracket J 28467-6A in order to align the hook with the left (front), rear of engine, lift hook bracket part of the left engine mount strut bracket. 16. Hand tighten the driver side cross bracket assembly J 28467-1A wing nuts. 17. Install the second radiator shelf tube J 28467-2A through the passenger side cross bracket assembly (J 28467-1A) on the top of the strut tower tube J 28467-3. 18. Place the rubber padded foot of the front support assembly J 28467-4A on the vehicle radiator shelf. The foot position used in the front support Page 8372 ^ Pay the dealer the regular retail price (no discounts are available) for one of the following 1-year, non-refundable OnStar(R) Analog-to-Digital Transition (ADT) Service Subscription Plans: ^ 1-year Safe & Sound Subscription: $199 ($289 in Canada) ^ 1-year Directions & Connections Subscription: $399 ($579 in Canada) ^ Pay the dealer the applicable state and local sales taxes on the subscription: ^ U.S. Dealers: Taxes only apply in these states: CT, DC, FL, HI, ND, NJ, NM, NY, SC, SD, TX, and WV ^ Canadian Dealers: All applicable taxes ^ Pay the dealer a one-time charge of $15 for the upgrade: ^ U.S. Dealers: Do not collect taxes on the $15 ^ Canadian Dealers: Collect all applicable taxes on the $15 Note: Dealers should NOT remit OnStar(R) ADT-related taxes to their taxing authority as OnStar(R) is responsible for tax remittance. Please Be Sure To Read these Important Points: ^ The 1-year OnStar(R) subscription is not refundable or transferable to another person. Upgraders can apply unused subscription months to a new or Certified Pre-Owned digital OnStar-equipped GM vehicle purchase or lease. As noted above, the digital upgrade program requires the subscriber to purchase a one-year prepaid OnStar(R) subscription. Assuming the subscriber intends to keep their vehicle, but subsequently purchases or leases a 2006 model year or newer OnStar(R)-equipped new or certified used GM vehicle, in the interest of subscriber satisfaction, they may apply remaining unused whole months of the subscription to the new vehicle. The subscription may not be applied to another person's vehicle. Important: This is a customer satisfaction measure that would usually occur several months after an upgrade. It is not intended to be leveraged as part of a new/used vehicle purchase or lease transaction. ^ The $15 charge is not refundable. ^ Dealer ADT kit orders are VIN specific. Dealer kit orders require a VIN and must be exchanged with the OnStar(R) unit in the vehicle with that VIN. Proper activation and enrollment depends on this step. ^ You must put the actual miles on the Repair Order. Do not estimate. ^ Customers will receive a Hands-Free Calling number once the digital hardware is installed and configured. ^ Any nametags that were stored in the old system will need to be re-set by the subscriber once the new hardware is installed. ^ Customers are responsible for the charges described above regardless of whether their vehicle is in or out of the New Vehicle Warranty period. In addition, customers should not be charged labor costs. Dealers can charge GM the labor for the upgrade as specified at the end of this bulletin using the listed labor operation. ^ Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within InfoNET. ^ Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). If you are unsure who the PSC is, check with the Sales Manager. Ordering the Upgrade Kit/Upgrade kit Installation Ordering the Upgrade Kit 1. To order a kit, you will need to access the OnStar(R) Online Enrollment webpage, located under the sales or service workbench of GM GlobalConnect (infoNET for Canadian upgrade orders). These kits cannot be ordered from GMSPO. Page 5910 Page 6632 A vehicle pulls or leads in one direction during hard acceleration. A vehicle pulls or leads in the other direction during deceleration. The following factors may cause torque steer to be more apparent on a particular vehicle: ^ A slightly smaller diameter tire on the right front increases a right torque lead. Inspect the front tires for differences in the brand, the construction, or the size. If the tires appear to be similar, change the front tires from side-to-side and retest the vehicle. Tire and wheel assemblies have the most significant effect on torque steer correction. ^ A large difference in the right and left front tire pressure ^ Left-to-right differences in the front view axle angle may cause significant steering pull in a vehicle. The pull will be to the side with the most downward sloping axle from the differential to the wheels. Axles typically slope downward from the differential. The slope of the transaxle pan to level ground may be used as an indication of bias axle angles. The side with the higher transaxle pan (shown on the left side of the illustration) has the most downward sloping axle angle. Memory Steer Description Memory steer is when the vehicle wants to lead or pull in the direction the driver previously turned the vehicle. Additionally, after turning in the opposite direction, the vehicle will want to lead or pull in that direction. Wander Description Wander is the undesired drifting or deviation of a vehicle to either side from a straight path with hand pressure on the steering wheel. Wander is a symptom of the vehicle's sensitivity to external disturbances, such as road crown and crosswind, and accentuated by poor on-center steering feel. Scrub Radius Description Ideally, the scrub radius is as small as possible. Normally, the SAI angle and the centerline of the tire and the wheel intersect below the road surface, causing a positive scrub radius. With struts, the SAI angle is much larger than the long arm/short arm type of suspension. This allows the SAI angle to intersect the camber angle above the road surface, forming a negative scrub radius. The smaller the scrub radius, the better the directional stability. Installing aftermarket wheels that have additional offset will dramatically increase the scrub radius. The newly installed wheels may cause the centerline of the tires to move further away from the spindle. This will increase the scrub radius. A large amount of scrub radius can cause severe shimmy after hitting a bump. Four-wheel drive vehicles with large tires use a steering damper to compensate for an increased scrub radius. Scrub radius is not directly measurable by the conventional methods. Scrub radius is projected geometrically by engineers during the design phase of the suspension. Page 8383 Labor Time Information Page 5367 Brake Pedal Assy: Service and Repair Brake Pedal Assembly Replacement (Adjustable Pedals) Brake Pedal Assembly Replacement Removal Procedure 1. Remove the knee bolster. 2. Remove the closeout panel. 3. Remove the electrical connector from the brake apply sensor. 4. Remove the electrical connector from the brake pedal adjustment position sensor. 5. Remove the steering column assembly from the vehicle. 6. Remove the cable from the adjustable pedal assemblies. 7. Remove the 2 brake pedal assembly to cowl mounting nuts. 8. Remove the booster pushrod retaining clip (1), the washers (2), and the booster pushrod (3) from the adjustable pedal pivot pin (4). Page 1436 Washer Fluid Level Switch: Service and Repair WASHER SOLVENT CONTAINER LEVEL SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Drain the washer solvent from the washer solvent container. 2. Remove the left front fender liner. 3. Disconnect the washer solvent container level sensor electrical connector. 4. Using a small flat-bladed tool, remove the washer solvent level sensor (4) from the washer solvent container (1). 5. Using a small flat-bladed tool, remove the level sensor seal (3) from the washer solvent container (1). INSTALLATION PROCEDURE 1. Position the level sensor seal (3) to the washer solvent container (1), pressing in until fully seated. 2. Position the washer solvent level sensor (4) to the washer solvent container (1), pressing in until fully seated. 3. Connect the washer solvent level sensor electrical connector. 4. Install the left front fender liner. 5. Fill the washer solvent container with washer solvent. Page 6197 For vehicles repaired under warranty, use the table. Disclaimer Page 3621 Accelerator Pedal Position (APP) Sensor Page 686 Steps 8-12 Page 6093 C207 I/P Harness To Body Harness Part 1 Page 1157 Knock Sensor (KS)2 Page 6866 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 3664 Top Right Side Of Engine Page 5147 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 1777 Fluid - A/T: Fluid Type Specifications Transmission Fluid Type Type ..................................................................................................................................................... ...................................... DEXRON III or Equivalent Locations Windshield Washer Switch: Locations Instrument Panel Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 1127 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The CKP sensor is a three wire sensor based on the magneto resistive principle. A magneto resistive sensor uses two magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The CKP sensor returns a digital ON/OFF pulse 24 times per crankshaft revolution. The pulse width encoding pattern is used to synchronize the coil firing sequence with the crankshaft position. The CKP sensor is used for ignition timing, fuel injector timing, misfire diagnostics, and tachometer display. The PCM supplies a 12-volt reference, a low reference, and a medium resolution engine speed signal circuit to the CKP sensor. Page 8262 Page 1019 Instrument Panel Ignition Lock - Key Hard to Remove When Cold Shift Interlock Cable: All Technical Service Bulletins Ignition Lock - Key Hard to Remove When Cold Bulletin No.: 04-08-49-011 Date: March 29, 2004 TECHNICAL Subject: Difficult to Remove Key From Ignition In Cold Temperature (Adjust Park Lock Cable By Installing Clip) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F166466 Condition Some customers may comment that it is difficult to remove the key from the ignition. This condition is more likely to occur in cold temperatures. Cause The park lock cable may be binding at the ignition switch. Correction DO NOT REPLACE THE IGNITION SWITCH, LOCK CYLINDER OR KEY. This concern may be corrected by installing a clip which will keep the park lock cable from binding at the ignition switch. The following procedure should be followed for proper installation location of the clip. 1. Remove the driver's side I/P side panel. 2. Drop down the close-out panel which clips to the left knee bolster. 3. Remove the left knee bolster - 4 screws, to gain access to the ignition switch. 4. Remove park lock cable from key housing. 5. Fully install the clip, P/N 10279160, on the inboard side of the ignition switch housing where the park lock cable clips into the ignition switch. 6. Re-install park lock cable and insure that it fully seats into key housing. 7. If the vehicle is equipped with adjustable pedals, make sure the park lock cable is routed to the inboard side of the motor for the adjustable pedals. 8. Reinstall the left knee bolster - 4 screws. 9. Attach the close-out panel to the knee bolster. Page 7165 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Page 5962 Fuse: Locations Left Side Of Core Support The Fuse Block is located under the hood in the junction block. Electrical - Various Electrical Systems Malfunctions Wiring Harness: Customer Interest Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 8022 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7006 16. Remove the frame to engine mount bolts. 17. Support the frame assembly with a support fixture. 18. Remove the rear frame to support brace bolts. Page 6283 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 7966 1. Install the pretentioner retractor assembly to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the retractor mounting nut. Tighten Tighten the nut to 35 N.m (25 lb ft). 3. Install the cover over the mounting nut. 4. Install the seat belt anchor to the front seat. 5. Install the side trim cover to the front seat. 6. Install the lower garnish molding to the center pillar. 7. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 2 or to SIR Disabling and Enabling Zone 6. Page 6715 5. Install the LH door trim panel (2). 6. Connect the roof rail module-left connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-left connector. 8. Install the garnish molding to the upper lock pillar. 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. Page 788 Pedal Positioning Switch: Service and Repair ACCESSORY SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) trim panel. 2. Remove the fog lamp switch wire harness connector. 3. Remove the fog lamp switch. 4. Remove the adjustable pedal switch wire harness connector. 5. Remove the adjustable pedal switch. INSTALLATION PROCEDURE 1. Install the adjustable pedal switch. 2. Install the adjustable pedal switch wire harness connector. Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: All Technical Service Bulletins Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 7692 which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Place the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. Open front hood and locate the front end sensor, also known as the front end sensor (1). 7. Remove both connector position assurance (CPA) from the right and left front end sensor connector. 8. Remove both front end sensors connector from the front end sensor (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 5460 9. Remove the brake caliper guide pins (2) from the brake caliper mounting bracket (4). 10. Remove the caliper pin boots (3) from the brake caliper mounting bracket (4). Installation Procedure 1. Apply a thin coat of high temperature silicone lube to the brake caliper guide pin boots. 2. Install the brake caliper pin boots (3) to the brake caliper mounting bracket (4). 3. Apply a thin coat of high temperature silicone lube to the brake caliper guide pins (2). 4. Install the brake caliper guide pins (2) to the brake caliper mounting bracket (4). 5. Install the brake pad retainers (2) to the brake caliper mounting bracket (3). 6. Install the brake pads (1) to the brake caliper mounting bracket (3). 7. Install the brake caliper to the brake caliper mounting bracket. Page 7689 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. 6. Remove the left/driver outer trim cover from the I/P. 7. Remove the connector position assurance (CPA) from the steering wheel module coil connector. 8. Disconnect the steering wheel module coil connector from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 276 High OR Low The above conditions are met for more than 3 seconds. Circuit/System Verification These DTCs cannot be retrieved with a current status. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. An intermittent condition is likely to be caused by a short on the Class 2 serial data circuit. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. DTC B2455 DTC Descriptors DTC B2455 01: Cellular Phone Microphone Circuit Short to Battery DTC B2455 02: Cellular Phone Microphone Circuit Short to Ground DTC B2455 04: Cellular Phone Microphone Circuit Open Circuit Circuit/System Description Without RPO UAV The vehicle communication interface module (VCIM) uses the cellular phone microphone to allow driver communication with OnStar(R). With RPO UAV The vehicle communication interface module (VCIM) and navigation radio use the cellular phone microphone to allow driver communication with OnStar(R), as well as to operate the voice recognition/voice guidance feature of the navigation radio. Conditions for Running the DTC The ignition is in RUN or ACC position. System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 10 seconds. Conditions for Setting the DTC B2455 01: A short to battery is detected on the cellular microphone signal circuit. B2455 02: A short to ground is detected on the cellular microphone signal circuit. B2455 04: An open circuit is detected on the cellular microphone signal circuit. Action Taken When the DTC Sets The VCIM and/or navigation radio (RPO UAV) will not receive any signal from the microphone. The OnStar(R) status LED turns red. Voice recognition will not function. Conditions for Clearing the DTC Page 2559 8. Connect the inlet hose at the thermostat housing. 9. Using the J 38185, reposition and install the inlet hose clamp at the thermostat housing. 10. Install the spark plug wires at the left bank. 11. Install the air cleaner assembly. 12. Fill the cooling system. 13. Inspect for leaks. A/T Shift Lock Control Assembly Page 7365 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 6748 4. Loosen the lower steering column mounting bolt. Note: Once the steering column is lowered, the column is extremely susceptible to damage. Leaning on or pushing down on the column will result in damage to the intermediate shaft boot seal and could cause the jacket to bend or deform. 5. Remove the upper steering column mounting bolts (1). 6. Actuate the tilt lever to full "UNLOCK" position to release the coil spring tension. 7. Remove the L/H and R/H coil springs. 8. Remove and discard the torque prevailing nut. 9. Remove the tilt lever, thrust washer, bolt retainer, spacer, cam follower and the follower release. 10. Leave two tilt teeth and lever detent in assembled position. If the components are removed, follow the instructions for reassembly. Installation Procedure Page 4528 For vehicles repaired under warranty, use the table. Disclaimer Electrical - Loss Of Steering Assist/DTC C0900 Ground Strap: All Technical Service Bulletins Electrical - Loss Of Steering Assist/DTC C0900 TECHNICAL Bulletin No.: 08-02-32-005A Date: June 07, 2010 Subject: Loss of Power Steering Assist, Power Steering Warning Message Displayed in DIC, IPC/Radio Displays Erratic, DTC C0900, B1325 Set (Replace Ignition Coil/Module Assembly and Add Ground Strap) Models: 2004-2007 Chevrolet Malibu, Malibu Maxx with 3.5L Engine (VINs 8, N - RPOs LX9, LZ4) Supercede: This bulletin is being revised to add the 2007 model year. Please discard Corporate Bulletin Number 08-02-32-005 (Section 02 - Steering). Condition Some customers may comment on a loss of power steering assist at high RPM (above 3500 RPM) and a power steering warning message displayed in the DIC. They may also comment some instrument/radio displays are erratic. Upon investigation, the technician may find DTC C0900 set. If the displays were erratic, then DTC B1325 will also be set. Cause This condition may occur when the system voltage exceeds 16 volts for one second for code C0900 and the system shuts down to protect it from over-voltage operation. If the voltage exceeds 18 volts for five seconds for code B1325, then other electronic systems protect themselves and shut down. It has been found that this voltage increase is caused by an interaction between the alternator and the ignition coil/module assembly. Correction Replace the ignition coil/module assembly and add ground strap following the procedure below. 1. Disconnect the ignition coil electrical connector. 2. Disconnect the left side spark plug wires from the ignition coil. 3. Disconnect the right side spark plug wires from the ignition coil. 4. Remove the four bolts attaching the ignition coil to its mounting bracket and remove the ignition coil. 5. Remove the ignition coil from the mounting bracket. 6. Loosen the two lower ignition coil mounting bracket nuts. 7. Remove the two upper ignition coil mounting bracket bolts and discard. 8. Install the ground strap (1), P/N 12581176, to the upper left side of the bracket as shown between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Prior to installing the ground strap, remove the captured nut and washers. They are not needed (simply pound them out with a hammer on a vise). Install the washer (2), P/N 02436162, to the upper right side of the bracket between the coil bracket and intake. Install the new bracket bolt, P/N 11570082, (do not tighten at this time). Tighten Tighten all the ignition coil bracket bolts and nuts to 25 Nm (15 lb ft). 9. Install the new ignition coil to the mounting bracket. Page 6287 Auxiliary Power Outlet: Electrical Diagrams Cigar Lighter/Auxiliary Outlets Diagram Page 3992 Accelerator Pedal Position (APP) Sensor OnStar(R) - Analog/Digital System Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Analog/Digital System Information INFORMATION Bulletin No.: 06-08-46-008C Date: September 18, 2008 Subject: Information on OnStar(R) Dual-Mode (Analog/Digital) Systems Models Supercede: This bulletin is being revised to correct the model year range for the Chevrolet Impala and Monte Carlo and update the reference to GM Dealerworld. Please discard Corporate Bulletin Number 06-08-46-008B (Section 08 - Body and Accessories). All 2000-2003 model year vehicles equipped with OnStar® from the list above were built with Analog/Digital-Ready OnStar(R) Hardware. Some of these vehicles may have been upgraded to Dual-Mode (Analog/Digital). Certain 2004-2005 model year vehicles equipped with OnStar(R) from the list above may have been either: ^ Originally built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware with Dual-Mode (Analog/Digital) OnStar(R) Hardware OR ^ Upgraded to Dual-Mode (Analog/Digital) Hardware All 2006 model year and newer vehicles equipped with OnStar(R) were built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware. If a vehicle has Dual-Mode (Analog/Digital) OnStar(R) Hardware, then the system is capable of operating on both the analog and digital cellular Page 4410 Page 8025 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 8359 The number above refers to the step number on the diagnostic table. DTC U0073 or U2100 DTC Descriptors DTC U0073 00: Control Module Communication Bus Off DTC U0073 71: ECU HS Bus Off DTC U0073 72: ECU LS Bus Off DTC U2100 00: Controller Area Network (CAN) Bus Communication DTC U2100 47: Controller Area Network (CAN) Bus Communication Circuit/System Description The serial data circuits are serial data buses used to communicate information between the control modules. The serial data circuits also connect directly to the data link connector (DLC). Conditions for Running the DTCs Supply voltage at the modules are in the normal operating range. The vehicle power mode requires serial data communications. Conditions for Setting the DTC The module setting the DTC has attempted to establish communications on the serial data circuits more than 3 times. Fuel Injector Cleaning Procedure Fuel Injector: Service and Repair Fuel Injector Cleaning Procedure FUEL INJECTOR CLEANING PROCEDURE TOOLS REQUIRED - J 37287 Fuel Line Shut-Off Adapters - J 38500-A Fuel Injector Cleaner - J 42873-1 3/8 Fuel Line Shut-Off Adapter - J 42873-2 5/16 Fuel Line Shut-Off Adapter - J 42964-1 3/8 Fuel Pipe Shut-Off Valve - J 42964-2 5/16 Fuel Pipe Shut-Off Valve IMPORTANT: GM Top-Engine Cleaner is the only injector cleaning agent recommended. Do not use other cleaning agents, as they may contain methanol which can damage fuel system components. - Under NO circumstances should the top engine cleaner be added to the vehicles fuel tank, as it may damage the fuel pump and other system components. - Do not exceed a 10 percent cleaning solution concentration. Higher concentrations may damage fuel system components. Testing has demonstrated that exceeding the 10 percent cleaning solution concentration does not improve the effectiveness of this procedure. - During this procedure you will need a total of 960 ml (32.4 oz) of cleaning solution. That is 2 tanks of solution for the J 38500-A. Other brands of tools may have a different capacity and would therefore require more or less tanks to complete the procedure. You must use all 960 ml (32.4 oz) of solution to insure complete injector cleaning. 1. Obtain J 38500-A (2). IMPORTANT: Make sure the valve at the bottom of the canister (3) is closed. 2. For US dealers, empty 2 pre-measured GM Top-Engine Cleaner containers, 24 ml (0.812 oz) each, GM P/N 12346535, into the J 38500-A. 3. For Canadian dealers, measure and dispense 48 ml (1.62 oz) of Top-Engine Cleaner, Canadian P/N 992872, into the J 38500-A. 4. If you are using any other brand of tank you will need a total of 96 ml (3.24 oz) of Top-Engine Cleaner mixed with 864 ml (29.16 oz) of regular unleaded gasoline. 5. Fill the injector cleaning tank with regular unleaded gasoline. Be sure to follow all additional instructions provided with the tool. 6. Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped. 7. Disconnect the fuel feed and return line (if equipped) at the fuel rail. Plug the fuel feed and return line (if equipped) coming off the fuel rail with J 37287, or J 42964-1, and J 42964-2, or J 42873-1 and J 42873-2 as appropriate for the fuel system. 8. Connect the J 38500-A to the vehicle's fuel rail. 9. Pressurize the J 38500-A to 510 kPa (75 psi). 10. Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes. 11. Disconnect J 38500-A from the fuel rail. 12. Reconnect the vehicle's fuel pump relay and oil pressure switch connector, if equipped. 13. Remove J 37287, or J 42964-1, and J 42964-2, or J 42873-1 and J 42873-2 and reconnect the vehicles fuel feed and return lines. 14. Start and idle the vehicle for an additional 2 minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines. 15. Repeat steps 1-5 of the Injector Balance Test, and record the fuel pressure drop from each injector. 16. Subtract the lowest fuel pressure drop from the highest fuel pressure drop. If the value is 15 kPa (2 psi) or less, no additional action is required. If the value is greater than 15 kPa (2 psi), replace the injector with the lowest fuel pressure drop. 17. Add one ounce of Port Fuel Injector Cleaner, GM P/N 12345104 (Canadian P/N 10953467), to the vehicles fuel tank for each gallon of gasoline Diagram Information and Instructions Brake Switch - TCC: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 4431 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Specifications Throttle Body: Specifications Throttle Body Bolt ................................................................................................................................ ................................................ 10 Nm (89 inch lbs.) Throttle Body Stud ............................................. ..................................................................................................................................... 6 Nm (53 inch lbs.) Page 1577 Ignition Cable: Service and Repair SPARK PLUG WIRE REPLACEMENT REMOVAL PROCEDURE NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 1. Remove the spark plug wires (2,4, and 6) from the engine left side spark plugs. 2. Remove the spark plug wires from the retaining clips. 3. Remove the spark plug wires (1,3, and 5) from the engine right side spark plugs. 4. Remove the spark plug wires from the retaining clip. 5. Remove the spark plug wires from the ignition coils. 6. Remove the spark plug wires from the engine. 7. If you are replacing the spark plug wires, transfer any of the following components: - Spark plug wire conduit - Spark plug wire retaining clips INSTALLATION PROCEDURE Page 2023 Disclaimer Instruments - Backlighting Inoperative During Daylight Interior Lighting Module: All Technical Service Bulletins Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 6124 C800 Body Harness To Right Rear Door Harness Part 2 C807 Rear Lamp Harness To Right Tail Lamp Harness Instruments - Backlighting Inoperative During Daylight Body Control Module: Customer Interest Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 3929 Steps 3 - 4 Page 1422 Window Switch - RR Part 1 Page 5337 Trunk / Liftgate Switch: Service and Repair LATCH SWITCH REPLACEMENT - LIFTGATE REMOVAL PROCEDURE 1. Remove the liftgate applique. 2. Depress the locking tabs on the switch. Remove the switch. INSTALLATION PROCEDURE 1. Push the switch into place until the locking tabs engage the applique. 2. Install the liftgate applique. Page 442 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 7826 Under Center Console Page 1636 Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off. Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mix-positioning the drive belt by one groove on a pulley. 3. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt should not come in contact with an engine or a body component when snapping the throttle Drive Belt Falls Off Drive Belt Falls Off Diagnosis Test 1-12 Diagnostic Aids ^ If the drive belts repeatedly falls off the drive belt pulleys, this is because of pulley misalignment. ^ An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly. ^ If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The numbers below refer to the step numbers on the diagnostic table. Page 8281 10.4. Remove the end cap from the new optic cable, connect to the connector and refit the secondary catch (D). Fit the terminal housing (C) to the connector and refit the locking strip (B). 10.5. Secure the old optic cable together with the new one (E). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker. 12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables: 12.1. Cut off the cable tie holding the connector (H2-9) against REC. Page 4228 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's Fuel Gauge Sender: Customer Interest Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's TECHNICAL Bulletin No.: 09-06-04-007A Date: April 06, 2009 Subject: Fuel Gauge Does Not Read Correctly, Fuel Gauge Stuck, Check Engine Light On, DTC P0455, P0461 Set (Reposition Fuel Vapor Line) Models: 2004-2007 Chevrolet Malibu/Maxx 2008 Chevrolet Malibu (Classic) 2008-2009 Chevrolet Malibu 2005-2009 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to add DTC P0455 and update the Subject and Condition. Please discard Corporate Bulletin Number 09-06-04-007 (06 - Engine - Engine Controls). Condition Some customers may comment on the following conditions: - The fuel gauge does not rise above the 3/4 mark after a fill up or the fuel gauge appears "stuck". - An illumination of the check engine light. - On rare occasions, the fuel gauge does not read the correct level which may result in a no start condition due to a low fuel level. Upon further investigation, the technician may find DTC P0455/P0461 Fuel Level Sensor Circuit Performance stored in the ECM/PCM Cause This condition may be caused by a fuel vapor vent line (that is internal to the fuel tank) interfering with the travel of the fuel level sensor float arm. Correction 1. Verify the customer concern. 2. Remove the fuel tank. Refer to Fuel Tank Replacement in SI. 3. Disconnect the fuel pressure sensor and sender electrical connections. 4. Disconnect the evaporative emission (EVAP) vapor line quick connect fittings (1, 2). Page 8268 1. To receive credit, submit a claim with the information above. Disclaimer 2001 and Older Model Year Vehicles (Except Saab Vehicles) 2001 and Older Model Year Vehicles (Except Saab Vehicles) Important: 2001 and older model year vehicles require the removal of the battery power from the OnStar(R) vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. 1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. Important: Complete removal of the VIU is usually not required. Perform only the steps required to gain access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+) circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. Page 4764 Page 5633 10. Remove the EBCM/BPMV bracket assembly with the brake master cylinder. 11. Remove the closeout panel. 12. Remove the electrical connector from the brake apply sensor. 13. Remove the 2 brake pedal assembly to cowl mounting nuts. 14. Disconnect the brake pedal pushrod retaining clip (1) the wave washers (2) and the brake booster pushrod (3) from the brake pedal pin (4). Tilt the vacuum brake booster slightly in order to work the booster pushrod off the brake pedal pin. Do not apply excessive side pressure on the pushrod. 15. Remove the booster from the vehicle. Installation Procedure Page 1254 Inflatable Restraint Side Impact Sensor - Right (With RPO Code AY1) Page 1015 Turn Signal/Multifunction Switch - C2 Part 2 Page 7724 Air Bag: Description and Operation INFLATABLE RESTRAINT ROOF RAIL MODULES The roof rail modules are located under the headliner extending from the front windshield pillar to the rear window pillar. The roof rail modules contain a housing, inflatable air bag, initiating device, and a canister of gas generating material. The initiator is part of the roof rail module deployment loop. When a side impact of sufficient force occurs the SIS detects the impact and sends a signal to the SDM. The SDM compares the signal received from the SIS to a value stored in memory. When the generated signal exceeds the stored value, the SDM will cause current to flow through the side deployment loop deploying the roof rail air bags. The SDM, roof rail modules and the connecting wires makeup the side deployment loops. The SDM continuously monitors the deployment loops for malfunctions and turns the AIR BAG indicator ON if a fault is present. Each roof rail module is equipped with a shorting bar located on the connector of the module. The shorting bar shorts the roof rail modules deployment loop circuitry to prevent unwanted deployment of the air bag when servicing the inflator module. Page 346 The control module ID number list above provides a method for determining which module is not communicating. A module with a class 2 serial data circuit malfunction or which loses power during the current ignition cycle will have a Loss of Communication DTC set by other modules that depend on information from that failed module. The modules that can communicate will set a DTC indicating the module that cannot communicate. Diagnostic Order When more than one Loss of Communication DTC is set in either one module or in several modules, diagnose the DTCs in the following order: 1. Current DTCs before history DTCs unless told otherwise in the diagnostic table. 2. The DTC which is reported the most times. 3. From the lowest number DTC to the highest number DTC. Conditions for Running the DTC The following DTCs do not have a current status: ^ B1327 ^ B1328 ^ U1300 ^ U1301 ^ U1305 AND ^ The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A node alive message has not been received from a module with a learned identification number within the last 5 seconds. Action Taken When the DTC Sets Page 2985 Steps 17 - 22 Page 2825 Body Control Module (BCM) C2 Part 5 Page 4055 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The CKP sensor is a three wire sensor based on the magneto resistive principle. A magneto resistive sensor uses two magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The CKP sensor returns a digital ON/OFF pulse 24 times per crankshaft revolution. The pulse width encoding pattern is used to synchronize the coil firing sequence with the crankshaft position. The CKP sensor is used for ignition timing, fuel injector timing, misfire diagnostics, and tachometer display. The PCM supplies a 12-volt reference, a low reference, and a medium resolution engine speed signal circuit to the CKP sensor. Page 7791 Inflatable Restraint Side Impact Sensor - Left (With RPO Code AY1) Page 7005 13. Remove the front transmission mount through bolt. 14. Remove the rear transmission mount through bolt. 15. Remove the frame to side transmission mount bolts. Page 2029 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These HVAC System - Automatic Control Module HVAC: Service and Repair HVAC System - Automatic Blower Motor Control Processor Replacement BLOWER MOTOR CONTROL PROCESSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the right closeout panel. 2. Remove the blower motor control processor wire harness connector. 3. Remove the blower motor control processor screws. 4. Remove the blower motor control processor. INSTALLATION PROCEDURE 1. Install the blower motor control processor. NOTE: Refer to Fastener Notice in Service Precautions. 2. Tighten the blower motor control processor screws. Tighten Tighten the blower motor resistor screws to 1.5 N.m (13 lb in). 3. Install the blower motor control processor wire harness connector. 4. Install the right closeout panel. HVAC Control Module Replacement Page 7587 Disclaimer Page 669 Body Control Module - C4 Part 4 Service and Repair Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder Replacement Removal Procedure 1. Remove the knee bolster. 2. Turn ignition switch to the run position. 3. Push the ignition lock cylinder tab. 4. Remove the ignition lock cylinder. Installation Procedure Important: If you are installing a new lock cylinder, refer to Key and Lock Cylinder Coding. Page 3231 Body Control Module: Application and ID Location View Application Table Part 1 Page 2610 Heater Core: Service and Repair Heater Core Replacement HEATER CORE REPLACEMENT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. See: Heating and Air Conditioning/Housing Assembly HVAC/Service and Repair 2. Remove the lower center floor air outlet duct. 3. Remove the upper center floor air outlet duct screws. 4. Remove the upper center floor air outlet duct. 5. Drill out the heater core cover heat stakes. 6. Remove the heater core cover screws. 7. Remove the heater core cover. Page 3404 Steps 13-18 The numbers below refer to the step numbers on the diagnostic table. 2. A partial malfunction in the low speed GMLAN serial data circuits uses a different procedure from a total malfunction of the low speed GMLAN data circuits. Refer to Data Link References to identify which modules communicate on the low speed GMLAN serial data circuits. See: Scan Tool Testing and Procedures 3. The DTC U2100 may be retrieved with a history status, but is not the cause of the present condition. 7. Data link connector terminal 1 provides the connection to the GMLAN serial data low circuit and the GMLAN serial data low circuit respectively. 16. The communication malfunction may have prevented diagnosis of the customer complaint. Page 3234 Body Control Module: Description and Operation BODY CONTROL MODULE (BCM) The CTD system is an internal function of the Body Control Module (BCM) which utilizes class 2 serial data and various switch input information to perform CTD functions. When the BCM detects an unauthorized entry, it activates the horns and exterior lamps. When the BCM detects an unauthorized entry, the BCM enters the alarm mode. The BCM activates the horns and exterior lamps for 2 minutes. This is followed by a three minute time-out with the horn no longer active. If no new intrusions are detected after the time-out, the horn is not active. The system must be disarmed or the intrusion condition removed after the time-out for the system to exit alarm mode. Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF) ............................................................................................................................................. 384-425 kPa (50-60 psi) Locations Oil Pressure Sender: Locations Lower Left Front Of Engine Page 2161 Lifter / Lash Adjuster: Service and Repair Valve Lifter Replacement Removal Procedure 1. Remove the lower intake manifold. 2. Remove the valve rocker arms and pushrods. 3. Remove the intake manifold oil splash shield 4. Remove the lifter guide bolts. 5. Remove the valve lifter guides. 6. Remove the valve lifters. 7. Clean all gasket surfaces with degreaser. 8. Clean the valve train parts. 9. Inspect the valve lifters and the cam lobes for wear. Installation Procedure Page 5243 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 4095 Knock Sensor (KS)2 Page 3242 Steps 9-12 Power Mode Mismatch POWER MODE MISMATCH CIRCUIT DESCRIPTION Normal vehicle serial data communications and the control modules operations will not begin until the system power mode has been identified. Discrete wires from the ignition switch contacts are monitored by a module which acts as the power mode master (PMM) in order to determine the correct power mode. The module which is the PMM communicates the system power mode to all modules on the serial data lines. Refer to Body Control System Description and Operation to identify which module is the PMM and the applicable power mode look up table. TEST DESCRIPTION Description and Operation Steering Wheel: Description and Operation STEERING WHEEL AND COLUMN The steering wheel and column are designed to absorb energy when driver contact is made with steering wheel or inflated module. In a collision, the driver may contact the steering wheel directly or load the steering wheel and column through the inflated module. When the driver applies load to the inflator module or the steering wheel, the column will compress downward, absorbing some of the impact and helping to reduce bodily injuries to the driver. The steering wheel and column must be inspected for damages after a collision. Page 7312 2. Install the air temperature actuator. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the air temperature actuator screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 4. Install the knee bolster 5. Install the left closeout panel. 6. Install the fuse labeled HVAC CTRL (BATT). Mode Actuator MODE ACTUATOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuse labeled HVAC CTRL (BATT). 2. Completely open instrument panel (I/P) compartment door by pressing both tabs that support the stop bumpers. Refer to Compartment Replacement - Instrument Panel (I/P) in Instrument Panel, Gages and Console. 3. Remove the mode actuator wire harness connector. 4. Remove the mode actuator screws. A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Valve Body: All Technical Service Bulletins A/T - DTC's P0741/P0751/P0752/P0756/P0757/P1811 Bulletin No.: 07-07-30-025 Date: October 01, 2007 INFORMATION Subject: Information On 4T40-E (MN4) and 4T45-E (MN5) Front Wheel Drive Automatic Transmission Valve Body Reconditioning, DTC P0741, P0742, P0751, P0752, P0756, P0757, P1811, Harsh Shifts, Slips, No Drive, No Reverse Models: 1997-2005 Chevrolet Cavalier 1997-2007 Chevrolet Malibu 2005-2007 Chevrolet Cobalt 2006-2007 Chevrolet Malibu Maxx, HHR 1997-1998 Oldsmobile Cutlass 1999-2004 Oldsmobile Alero 1997-2005 Pontiac Sunfire 1999-2005 Pontiac Grand Am 2005-2006 Pontiac Pursuit (Canada Only) 2005-2007 Pontiac G6 2007 Pontiac GS 2000-2005 Saturn L-Series 2005-2007 Saturn ION, VUE 2007 Saturn Aura with Hydra-Matic(R) 4T40-E (RPO MN4) and 4T45-E (RPO MN5) Automatic Transmission The following new service information outlined in this bulletin will aid technicians in providing easy to follow valve body reconditioning instructions and new illustrations to simplify reassembly of the valve body. The service bulletin will also provide additional service information documents that are related to the 4L6x transmission family. Related Service Documents PIP 3253B - No Move Drive or Reverse 02-07-30-039F - Firm Transmission Shifts 02-07-30-050 - Engineering Change Valve Body If valve body cleaning is not required, Do Not disassembly bores unless it is necessary to verify movement of valves. Inspection Procedure Using the exploded views in this bulletin, inspect each bore for freedom of valve(s) movement and evidence of debris. Pay particular attention to those valves related to the customer's concern. Verify movement of the valves in their normal installed position. Valves may become restricted during removal or installation. This is normal due to small tolerances between the valves and bores. If a valve is restricted and cannot be corrected by cleaning valve and bore, then replace valve body. Describe restricted valve on repair order. Be sure all solenoids are installed with the electrical connectors facing the non-machined (cast) side of the valve body; otherwise, the solenoids will bind against the transmission case as the valve body bolts are tightened and damage may occur. Disassembly/Reassembly If a valve is restricted by a metal burr from machining that bore, remove valve and burr, then inspect movement in the valve's normal position. If no other debris or restrictions are found, then reassemble valve body and install in the transmission. If the valve body has been contaminated with debris from another transmission component failure, then disassemble all bores for complete cleaning of all valve body components. If possible keep individual bore parts separated for ease of reassembly. Use the following illustrations in this bulletin for a Page 8174 2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure location. Refer to Cellular Communications Connector End Views and related schematics in SI, if required. Important: DO NOT perform the OnStar(R) reconfiguration and/or programming procedure. 3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. 2002 Through 2006 Model Year Vehicles (Except Saab Vehicles) 2002 through 2006 Model Year Vehicles (Except Saab Vehicles) Important: The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully perform the VCIM setup procedure and disable the analog system. 1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument panel of the vehicle. 2. Turn the Tech 2 ON by pressing the power button. Important: Tech 2 screen navigation to get to the setup procedure depends on the year and make of the vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2 screen is provided below. ^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >> Setup New OnStar >> ^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm. Interface Module >> Module Setup >> VCIM Setup >> 3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup Tech 2 screen. 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 1. Remove the ground cable from the battery's negative terminal. 2. Apply the handbrake brake. 3. Detach the floor console. 4. Remove the switch and the floor console: 3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector. 3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then unhooking the front edge. Unplug the ignition Page 6383 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Locations Intake Air Temperature (IAT) Sensor: Locations Top Right Front Of Engine Page 3700 Center Rear Of Engine Page 2292 Drive Belt Tensioner: Testing and Inspection Drive Belt Tensioner Diagnosis Test 1-4 Diagrams Evaporative Emission (EVAP) Canister Vent Solenoid Page 6465 C700 Body Harness To Left Rear Door Harness Part 2 Specifications Brake Bleeding: Specifications HYDRAULIC BRAKE SYSTEM Delco Supreme II Brake Fluid or equivalent DOT-3 brake fluid. Locations Page 7408 Compressor Clutch: Service and Repair COMPRESSOR CLUTCH ASSEMBLY REPLACEMENT TOOLS REQUIRED - J 37872 Universal Spanner Wrench - J 6083 Snap Ring Pliers REMOVAL PROCEDURE 1. Remove the engine drive belt. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Remove the right front fender liner. 4. Remove the right radiator air deflector retainers. 5. Remove the right radiator air deflector. IMPORTANT: Discharge of the A/C system is not required. 6. Remove the compressor mounting bolts. 7. Remove the compressor from the engine with compressor line attached. IMPORTANT: Remove the 3 adjustable dowels from the J 37872. Install three 5/16 x 1 inch bolts in place of the dowels. 8. Remove and discard the compressor clutch plate bolt. Use the J 37872 to hold the compressor clutch plate from turning. Diagrams A/C Compressor Clutch Page 1169 Steps 11 - 14 Page 5201 Page 174 Page 7357 Page 4601 1. Install a new filter neck seal. A large socket can be used as an installation tool as shown. Two mallets can be used as well. 2. Coat the new filter O-ring seal with a small amount of petroleum jelly, and install the filter into the case. Notice: Push straight down on the center of the oil level control valve in order to prevent damage to the case bore. 3. Install the oil level control valve. Notice: Refer to Fastener Notice in Service Precautions. 4. Install the oil pan gasket, the oil pan, and hand start the oil pan bolts. Tighten the oil pan bolts to 12 Nm (9 ft. lbs.). 5. Lower the vehicle. 6. Refill transaxle using DEXRON-III P/N 21019223 or equivalent oil to the specified refill capacity. ^ The bottom pan removal capacity is approximately 6.5 Liters (6.9 quarts). ^ The complete overhaul capacity is approximately 9 Liters (9.5 quarts). ^ The dry capacity is approximately 12.2 Liters (12.9 quarts). 7. Start the engine. Warm up the transaxle and check for leaks. 8. Check for proper fluid level. Specifications Wheel Hub: Specifications TORQUE SPECIFICATIONS Front Wheel Drive Shaft Nut ................................................................................................................ ................................................ 215 Nm (159 ft. lbs.) Steering/Suspension - Trim Height/Alignment Spec. Change Alignment: All Technical Service Bulletins Steering/Suspension - Trim Height/Alignment Spec. Change Bulletin No.: 05-03-07-005 Date: April 13, 2005 SERVICE MANUAL UPDATE Subject: Revised Trim Height Specifications and Wheel Alignment Specifications Models: 2004-2005 Chevrolet Malibu Page 5839 7. Install the transaxle range switch lever and nut. Tighten the transaxle range switch lever retaining nut to 35 Nm (26 ft. lbs.). Important: After adjusting the switch, verify the engine only starts in Park or Neutral. If the engine starts in any other position, adjust the switch. 8. Connect the transaxle range switch electrical connectors. 9. Install the shift control cable to transaxle range switch lever and verify proper operation. 10. Install the shift control cable to transaxle range switch lever and verify proper operation. Installation Procedure (New Switch) 1. Make sure the transaxle manual shaft is in the Neutral position. 2. Align the flats on the transaxle shift shaft with the flats on the transaxle range switch and install the switch. Notice: Refer to Fastener Notice in Service Precautions. Page 702 Powertrain Control Module (PCM) C1 Part 4 Brake Pressure Modulator Valve (BPMV) Bracket Replacement Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve (BPMV) Bracket Replacement Brake Pressure Modulator Valve (BPMV) Bracket Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the left front tire and wheel assembly. 3. Turn the ignition switch to the OFF position. 4. Remove the 3 nuts that attach the BPMV bracket to the left front wheelhouse. Description and Operation Shift Indicator: Description and Operation PRNDL DISPLAY The instrument panel cluster (IPC) displays the selected gear position as determined by the powertrain control module (PCM). The IPC receives a GMLAN message from the body control module (BCM) indicating the gear position. The PRNDL display blanks if: - The PCM detects a malfunction in the transmission range switch circuit. - The IPC detects a loss of GMLAN communications with the BCM. Page 5701 Instrument Panel Recall - Air Bag Warning Label Non-Compliance Technical Service Bulletin # 04011 Date: 040413 Recall - Air Bag Warning Label Non-Compliance F/CMVSS Noncompliance - Air Bag Warning Label # 04011 - (04/13/2004) 04011 - Air Bag Warning Label 2004 Chevrolet Malibu Condition General Motors has decided that certain 2004 model year Chevrolet Malibu vehicles fail to conform to Federal/Canada Motor Vehicle Safety Standard 208, Occupant Crash Protection. The air bag warning labels on the driver and passenger sun visors do not have everything required by the Safety Standard. Correction Corrected air bag labels are to be installed over the incorrect labels. Since these labels can easily be installed by the customer, and to reduce their inconvenience, the correct labels and application instructions will be mailed to customers of record. Dealers will receive labels for installation on the vehicles in inventory. Vehicles Involved Involved are certain 2004 model year Chevrolet Malibu vehicles built within the VIN breakpoints shown. Important Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs. [Not all vehicles within the above breakpoints may be involved.] For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. The customer name and address data furnished will enable dealers to follow up with customers involved in this program. For Canada Computer listings containing the complete Vehicle Identification Number, customer name and address data of involved vehicles have been prepared, and are being furnished to involved dealers. The customer name and address data will enable dealers to follow up with customers involved in this recall. Any dealer not receiving a computer listing with the recall bulletin has no involved vehicles currently assigned. These dealer listings may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this listing to the follow-up necessary to complete this recall. Parts Information Air bag warning labels will be mailed to owners of record and involved dealers (for dealer stock vehicles) at no charge. Additional labels, if required, for U.S. dealers can be ordered through the DealerWorld website. Canadian dealers should contact GM Canada's Recall Information Team by sending a fax with your request to 905-644-7846. DO NOT ORDER THESE LABELS THROUGH GMSPO. Claim Information Page 5140 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 2284 Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off. Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mix-positioning the drive belt by one groove on a pulley. 3. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt should not come in contact with an engine or a body component when snapping the throttle Drive Belt Falls Off Drive Belt Falls Off Diagnosis Test 1-12 Diagnostic Aids ^ If the drive belts repeatedly falls off the drive belt pulleys, this is because of pulley misalignment. ^ An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly. ^ If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The numbers below refer to the step numbers on the diagnostic table. A/T Control - DTC P0756 Diagnostic Tips Channel Plate: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Page 2962 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 6133 Location View Location View Page 1519 4. Tighten the tie rod jam nut (5). ^ Tighten the tie rod jam nut (5) to 68 Nm (50 ft. lbs.). Page 6728 17. Connect the roof rail module-right connector to the vehicle harness connector. 18. Install the CPA to the roof rail module-right connector. 19. Install the garnish molding to the right upper lock pillar. 20. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 21. Install the body control module fuse center cover. 22. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 23. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle in Vehicle DTC Information. Page 6337 Fuse Block - Underhood C4 Page 28 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 6966 5. Remove the lower control arm. 6. Remove the strut to steering knuckle nuts and bolts. 7. Remove the steering knuckle from the vehicle. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the steering knuckle to the strut assembly and if applicable the ABS harness bracket. ^ Tighten the bolts and nuts to 120 Nm (89 ft. lbs.). 2. Guide the axle through the steering knuckle. 3. Install the outer tie rod to the steering knuckle. Tighten 3.1. Tighten the nut to 20 Nm (15 ft. lbs.). 3.2. Turn the nut an additional 180 degrees. Page 7064 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 887 Trunk / Liftgate Switch: Service and Repair LATCH SWITCH REPLACEMENT - LIFTGATE REMOVAL PROCEDURE 1. Remove the liftgate applique. 2. Depress the locking tabs on the switch. Remove the switch. INSTALLATION PROCEDURE 1. Push the switch into place until the locking tabs engage the applique. 2. Install the liftgate applique. Steering - Snap/Pop Noise When Turning Steering Wheel Tie Rod Boot: All Technical Service Bulletins Steering - Snap/Pop Noise When Turning Steering Wheel Bulletin No.: 06-02-32-005 Date: May 03, 2006 TECHNICAL Subject: Snap/Pop Type Noise During Steering Wheel Rotation (Replace Inner Tie Rod Boot) Models Condition Some customers may comment about a snap or pop type noise coming from the front of the vehicle. This noise usually occurs during steering wheel rotation. Cause The cause of this condition may be due to the inner tie rod boot collapsing unevenly, allowing for contact between the inner tie rod and the boot. This condition is sometimes referred to as "snaking." Diagnosis If unsure the noise is coming from the inner tie rod boot(s), have an assistant rotate the steering wheel from lock to lock with the engine off. Place your fingertips on the inner tie rod boot. If the boot is contacting the inner tie rod, that contact will be transmitted to your fingertips. Correction Page 3241 Steps 1-8 Page 3886 Fuel Injector 3 Page 655 Body Control Module - C1 Part 6 Page 8431 Test Description DTC U1001 and U1254 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. Once an identification number is learned by a module, it will monitor for that module's Node Alive message. Each module on the class 2 serial data circuit which is powered and performing functions that require detection of a communications malfunction is required to send a Node Alive message every 2 seconds. When no message is detected from a learned identification number for 5 seconds, a DTC U1XXX where XXX is equal to the 3-digit identification number is set. Diagram Information and Instructions Alternator: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 7304 Air Door Actuator / Motor: Description and Operation HVAC SYSTEM - MANUAL AIR DELIVERY Mode/Recirculation Actuator The mode or recirculation actuator is a 2 wire bi-directional electric motor. Two control circuits enable the actuator to operate. The control circuits use either a 0 or 12-volt value to co-ordinate the actuator movement. When the actuator is at rest, both control circuits have a value of 0 volts. In order to move the actuator, the HVAC control module grounds the appropriate control circuit for the commanded direction. The HVAC control module reverses the polarity of the control circuits to move the actuator in the opposite direction. The HVAC control module determines the door position by counting motor pulses on one of the control circuits. These pulses are small voltage fluctuations that occur when the brush is shorted across 2 commutator contacts as the motor rotates. As the actuator shaft rotates, the HVAC control module monitors the voltage drop across an internal resistance to detect the pulses. The HVAC control module converts the pulses to counts with a range of 0 to 255 counts. The HVAC control module uses a range of 0-255 counts to index the actuator position. AIR TEMPERATURE Air Temperature Actuator The air temperature actuator is a 2 wire bi-directional electric motor. Two control circuits enable the actuator to operate. The control circuits use either a 0 or 12-volt value to co-ordinate the actuator movement. When the actuator is at rest, both control circuits have a value of 0 volts. In order to move the actuator, the HVAC control module grounds the appropriate control circuit for the commanded direction. The HVAC control module reverses the polarity of the control circuits to move the actuator in the opposite direction. The HVAC control module determines the door position by counting motor pulses on one of the control circuits. These pulses are small voltage fluctuations that occur when the brush is shorted across 2 commutator contacts as the motor rotates. HVAC SYSTEM - AUTOMATIC AIR DELIVERY Mode/Recirculation Actuator The mode or recirculation actuator is a 2-wire bi-directional electric motor. Two control circuits enable the actuator to operate. The control circuits use either a 0 or 12-volt value to co-ordinate the actuator movement. When the actuator is at rest, both control circuits have a value of 0 volts. In order to move the actuator, the HVAC control module grounds the appropriate control circuit for the commanded direction. The HVAC control module reverses the polarity of the control circuits to move the actuator in the opposite direction. The HVAC control module determines the door position by counting motor pulses on one of the control circuits. These pulses are small voltage fluctuations that occur when the brush is shorted across 2 commutator contacts as the motor rotates. As the actuator shaft rotates, the HVAC control module monitors the voltage drop across an internal resistance to detect the pulses. The HVAC control module converts the pulses to counts with a range of 0-255 counts. The HVAC control module uses a range of 0-255 counts to index the actuator position. AIR TEMPERATURE Air Temperature Actuators The air temperature actuator is a 2-wire bi-directional electric motor. Two control circuits enable the actuator to operate. The control circuits use either a 0 or 12-volt value to co-ordinate the actuator movement. When the actuator is at rest, both control circuits have a value of 0 volts. In order to move the actuator, the HVAC control module grounds the appropriate control circuit for the commanded direction. The HVAC control module reverses the polarity of the control circuits to move the actuator in the opposite direction. The HVAC control module determines the door position by counting motor pulses on one of the control circuits. These pulses are small voltage fluctuations that occur when the brush is shorted across 2 commutator contacts as the motor rotates. As the actuator shaft rotates, the HVAC control module monitors the voltage drop across an internal resistance to detect the pulses. The HVAC control module converts the pulses to counts with a range of 0-255 counts. The HVAC control module uses a range of 0-255 counts to index the actuator position. Page 2820 Body Control Module (BCM) C1 Part 5 Body Control Module (BCM) C2 Page 7719 Instrument Panel Page 4755 Page 1334 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Steering - Increased Cold Start Up Steering Effort Control Arm: Customer Interest Steering - Increased Cold Start Up Steering Effort Bulletin No.: 05-02-32-001C Date: January 17, 2007 TECHNICAL Subject: Increased Steering Effort on Cold Start-up (Replace Lower Control Arms) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to revise the labor time information. Please discard Corporate Bulletin Number 05-02-32-001B (Section 02 - Steering). Condition Some customers may comment on increased steering effort for a few seconds just after starting the vehicle. This condition occurs when the outside temperatures are under 10°F (-12°C). This condition is short in duration and does not set a code. In many instances, it will not be possible to duplicate the customer's concern unless temperatures are below 10°F (-12°C). Cause This condition may be caused by additional resistance in the lower control arm ball stud when cold. Correction To aid in installation of the lower control arms, loosely start all bolts to hold the assembly in place and then tighten to the correct torque specification. On the right side of the vehicle, it is necessary to remove the wheel well splash shield and the engine splash shield. REPLACE BOTH FRONT SUSPENSION LOWER CONTROL ARMS. Refer to Lower Control Arm Replacement in SI. Parts Information Warranty Information Page 7705 6. Remove the garnish molding from the right upper lock pillar. 7. Remove the connector position assurance (CPA) from the roof rail module-right connector. 8. Disconnect the roof rail module-right connector from the vehicle harness connector. 9. Remove the passenger/right outer trim cover from the I/P (3). 10. Remove the CPA from the I/P module connector (1). 11. Disconnect the I/P module connector (1) from the vehicle harness connector (2). 12. Remove the lower right center pillar trim. 13. Remove the CPA from seat belt pretensioner-RF connector. 14. Disconnect the seat belt pretensioner-RF connector from the vehicle harness connector. Page 3525 Body Control Module (BCM) C2 Part 4 Page 5575 Brake Hose/Line: Service and Repair Brake Pipe Replacement Brake Pipe Replacement ^ Tools Required J 45405 Brake Pipe Flaring Kit Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Caution: Always use double walled steel brake pipe when replacing brake pipes. The use of any other pipe is not recommended and may cause brake system failure. Carefully route and retain replacement brake pipes. Always use the correct fasteners and the original location for replacement brake pipes. Failure to properly route and retain brake pipes may cause damage to the brake pipes and cause brake system failure. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Important: When servicing the brake pipes, note the followings ^ If sectioning the brake pipe, use replacement pipe of the same type and outside diameter. ^ Use fittings of the appropriate size and type. ^ Only create flares of the same type or design as originally equipped on the vehicle. 1. Inspect the area of brake pipe to be repaired or replaced. 2. Release the brake pipe to be replaced from the retainers, as required. 3. Select an appropriate location to section the brake pipe, if necessary. ^ Allow adequate clearance in order to maneuver the J 45405 ^ Avoid sectioning the brake pipe at bends or mounting points. 4. Using a string or wire, measure the length of the pipe to be replaced including all pipe bends. 5. Add to the measurement taken the appropriate additional length required for each flare to be created. ^ 6.35 mm (0.250 inch) for 4.76 mm (3/16 inch) diameter pipe ^ 9.50 mm (0.374 inch) for 6.35 mm (1/4 inch) diameter pipe Important: Ensure that the brake pipe end to be flared is cut at a square, 90 degree angle to the pipe length. 6. Using the pipe cutter included in the J 45405 carefully cut the brake pipe squarely to the measured length. 7. Remove the sectioned brake pipe from the vehicle. 8. Select the appropriate size of brake pipe and tube nuts, as necessary. The brake pipe outside diameter determines brake pipe size. Page 4911 Transmission Cooler: Technical Service Bulletins A/T - Oil Cooler Flushing Frequently Asked Questions File In Section: 07 - Transmission/Transaxle Bulletin No.: 03-07-30-027 Date: June, 2003 INFORMATION Subject: Most Frequently Asked Questions and Answers for J 45096 TransFlow Transmission Oil Cooling System Flushing Machine Models: 2004 and Prior Passenger Cars and Light Duty Trucks with Automatic Transmission/Transaxle 2004 and Prior HUMMER H2 This bulletin is issued to help answer the most frequently asked questions and concerns about essential tool J 45096. Q: Why doesn't the machine work below 18°C (65°F)? A: The flow characteristics of ATF at temperatures below 18°C (65°F) does not provide accurate flow test results with the electronics used in the J 45096. Q: Why didn't the unit come with a tank heater? A: The vast majority of dealerships do not require a heater to keep the ATF above 18°C (65°F). As a result, the heater was deleted as a cost-savings measure. A tank heater, J 45096-10, is currently available from Kent-Moore if your dealership requires it. Refer to Corporate Bulletin Number 03-07-30-002A for suggestions on warming the ATF without using a heater blanket. Q: Why does the machine fail new oil coolers? A: Several reasons have been found. The most likely reason is the air pressure at the air hose connected to the J 45096 is less than 586 kPa (85 psi). Other reasons include a twisted hose inside the J 45096 at the bulkhead as a result of the nut turning when the waste or supply hose was installed, the internal pressure regulator was improperly set at the factory or a problem with the cooler lines on the vehicle. Perform the J 45096 self-test as described on pages 9 and 10 of the Operation Manual. If a problem is still detected, refer to Troubleshooting on page 19 of the Operation Manual. If a problem still persists, contact Kent-Moore Customer Service at 1-800-345-2233. Q: What is the difference between steel and aluminum oil coolers? A: The aluminum oil cooler tube is slightly thinner in construction than the steel oil cooler tube, which affects the oil flow rate. The fitting that is protruding out of the radiator tank easily identifies the aluminum oil cooler. Refer to the Quick Reference card provided with the J 45096 in order to identify the proper flow rate for the aluminum oil cooler. Q: Why can't I use TransFlow for Allison transmission cooling Systems? A: Validation of TransFlow is currently under development for light duty trucks equipped with the Allison automatic transmission. TransFlow is based on the existing MINIMUM flow rate specification through the transmission oil cooling system. The Allison transmission oil cooling system only has MAXIMUM oil flow rates specified and J 45096 does not have the capability to test the transmission oil cooling system at the maximum oil flow rate specification. Q: Why doesn't GM publish a specification for auxiliary transmission oil coolers? A: The auxiliary oil cooler used with GM vehicles does not contain an internal turbulator plate like the radiator tank oil cooler does. Therefore, there is no internal restriction that would affect the flow rate through the oil cooling system so a specification for auxiliary oil cooler is not required. Keep in mind, kinks and damage to the auxiliary cooler and lines can affect the flow rate through the system. Q: Why did GM drop the labor time for transmission repairs? A: The labor for flushing and flow testing the transmission oil cooling system is included with the R&R; labor of the "K" labor operations that require transmission removal. The time required to use the J 45096 to perform the flush and flow test is much less than that of the J 35944-A. The warranty labor savings allowed GM to provide the J 45096 at no cost to dealerships. Page 1925 Application Label Part 3 Application Label Part 4 Page 1126 Crankshaft Position (CKP) Sensor Page 8521 DVD Player C3 Page 5459 10. Install the brake caliper guide pin bolts. ^ Tighten the brake caliper bolts to 35 Nm (26 ft. lbs.). 11. Install the tire and wheel. 12. Lower the vehicle. 13. Fill the master cylinder to the proper level. Rear Disc Brake Hardware Replacement- Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, then no brake fluid needs to be removed from the reservoir before proceeding. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise and support the vehicle. 4. Using a C-clamp installed to the center of the outer brake pad and the back of the caliper, slowly compress the caliper piston into its bore just enough to remove the caliper from the mounting bracket. 5. Remove the 2 brake caliper guide pin bolts. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. 6. Remove the brake caliper from the brake caliper mounting bracket. 7. Remove the brake pads (1) from the brake caliper mounting bracket (3). 8. Remove the brake pad retainers (2) from the brake caliper mounting bracket (3). Page 5202 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Replacement Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. Page 1890 Fuse Block - Underhood C1 Part 3 Fuse Block - Underhood C2 Specifications Crankshaft: Specifications Crankshaft End Play .................................................................................................................................................. 0.060-0 210 mm (0 0024-0.0083 inch) Crankshaft Rear Flange Runout ........................................................................................................................................................ 0.04 mm ( 0.0016 inch) Crankshaft Main Bearing Cap Bolt/Stud First Pass ............................................................................................................................................. .................................................. 50 Nm (37 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................... 77 degrees Page 1410 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 6083 C100 Engine Harness To Automatic Transmission Harness Part 2 Automatic Transmission Oil Cooler Pipes Replacement Fluid Line/Hose: Service and Repair Automatic Transmission Oil Cooler Pipes Replacement Automatic Transmission Oil Cooler Pipes Replacement (LX9) Removal Procedure 1. Remove the right headlamp. 2. Remove the upper transmission oil cooler pipe from the radiator. 3. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 4. Remove the lower radiator air deflector retainers. 5. Remove the lower radiator air deflector. 6. Remove the right front fender liner. 7. Remove the right radiator air deflector retainers. 8. Remove the right radiator air deflector. 9. Remove the left radiator air deflector retainers. 10. Remove the left radiator air deflector. Page 3393 Steps 9-13 The numbers below refer to the step numbers on the diagnostic table. 2. A partial loss or intermittent loss of communication in the class 2 serial data circuit uses a different procedure than a total loss of communication of the class 2 serial data circuit. 10. If there are no current DTCs that begin with the letter "U", the communication concern has been repaired. 11. The communication concern may have prevented diagnosis of the customer complaint. Scan Tool Does Not Communicate With High Speed GMLAN Device SCAN TOOL DOES NOT COMMUNICATE WITH HIGH SPEED GMLAN DEVICE Modules connected to the high speed GMLAN serial data circuits monitor for serial data communications on the high speed GMLAN network during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module detects a bus-off condition a DTC U0001 or U2100 will be set. These DTCs can be retrieved as history only. The high speed GMLAN serial data buss uses two 120 ohms terminating resistors that are in parallel with the high speed GMLAN (+) and (-) circuits. One of the resistors is connected at the data link connector (DLC) end of the link and the other is at the engine management module, engine control module (ECM) or powertrain control module (PCM), end of the link. The DLC terminating resistor resides internally in the BCM. When testing for a Page 1323 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3065 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Page 5039 1. Install the small seal retaining clamp (1) on the neck of the outboard seal. Do not crimp. 2. Slide the seal onto the driveshaft bar. 3. Position the neck of the seal in the seal groove on the bar. Notice: Refer to Fastener Notice in Service Precautions. 4. Crimp the seal retaining clamp (1) using J 35910. Crimp to 136 Nm (100 ft. lbs.). 5. Check gap dimension, continue tightening until gap dimension is reached. 6. Put a light coat of grease from the service kit on the ball grooves of the inner race and the outer race. 7. Hold the inner race 90 degrees to centerline of cage with the lands of the inner race (1) aligned with the windows of the cage (2) and insert the inner race into the cage. 8. Hold the cage and the inner race 90 degrees to centerline of the outer race (1) and align the cage windows (3) with the lands of the outer race. Page 6706 3. Install the SIS-Left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Left connector (4). 5. Install the LH door trim panel (2). 6. Connect the roof rail module-left connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-left connector. 8. Install the garnish molding to the upper lock pillar. Page 3710 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 2 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 1 SENSOR 2 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE IMPORTANT: The heated oxygen sensor (HO2S) 2 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust pipe. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen sensor (HO2S) 2 electrical connector. 3. Use the J 39194-B to remove the HO2S 2. INSTALLATION PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: A special anti-seize compound is used on the HO2S 2 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of the HO2S 2 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 2. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). Locations Rear Of The Engine Compartment Page 4880 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 42 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Brakes - Creaking Noise On Slow Speed Braking Brake Caliper: All Technical Service Bulletins Brakes - Creaking Noise On Slow Speed Braking File In Section: 05 - Brakes Bulletin No.: 04-05-23-004 Date: September, 2004 TECHNICAL Subject: Brake Noise/Creak During Slow Speed Braking (Lubricate Brake Caliper) Models: 1999-2003 Chevrolet Malibu 2004 Chevrolet Malibu Classic 1999-2004 Oldsmobile Alero 1999-2004 Pontiac Grand Am Condition Some customers may comment on a creak type noise occurring when applying the brakes. It is usually heard only during slow speed brake maneuvers. If this condition exists, it should be able to be duplicated when the vehicle is not moving by depressing the brake and listening for the noise from the wheel-well/caliper area. Cause This condition may be caused by a caliper piston to seal interface issue during brake apply. If the caliper is removed and the piston is pushed back, the noise may be eliminated. This is usually only a temporary fix. Correction DO NOT REPLACE CALIPER. To repair this condition, lubricate the entire circumference of the seal at the caliper piston interface using kluber Fluid and the following procedure: 1. Remove the wheel and reinstall two lug nuts. This will hold the rotor to the bearing surface so debris does not fall between the surfaces and cause lateral runout (LRO). 2. Remove the bottom bolt from the caliper assembly without disturbing the hydraulic system. 3. Swing the caliper assembly up so the caliper assembly is facing upward. 4. Thoroughly clean the piston boot with GM approved Brake Clean. Pay particular attention to the area where the boot interfaces with the piston. 5. Using compressed air, dry the piston/boot area. M/T - Hydraulic Clutch Bleeding Procedure Improvement Clutch Hydraulic System: Technical Service Bulletins M/T - Hydraulic Clutch Bleeding Procedure Improvement Bulletin No.: 01-07-31-002B Date: November 01, 2006 INFORMATION Subject: Improved Bleeding Procedure for Hydraulic Clutch Release System Models: 2007 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2007 and Prior Chevrolet and GMC 6-7F T-Series Medium Duty Tilt Cab Models 2007 and Prior Isuzu F-Series Medium Duty Tilt Cab Models 2006-2007 HUMMER H3 Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-07-31-002A (Section 07 - Transmission/Transaxle). This bulletin is being issued to inform dealers of an improved procedure to aid in the ease of bleeding the clutch hydraulic system for the above listed vehicles. This procedure can be used anytime air is introduced into the hydraulic system. Following this procedure may also reduce the number of unnecessary parts replaced for low clutch pedal reserve and high shift effort. Verify that all the lines and fittings are dry and secure. Clean the dirt and grease from the reservoir cap in order to ensure that no foreign substances enter the system. Remove the reservoir cap. Fill the reservoir to the proper level with the required fluid. Attach the J 43485 (Adapter) to the J 35555 (Mity Vac), or equivalent. Brake fluid will deteriorate the rubber on J 43485. Use a clean shop cloth to wipe away the fluid after each use. Place and hold the adapter on the reservoir filler neck to ensure a tight fit. In some cases, the adapter will fit into the reservoir opening. Apply a vacuum of 51-68 kPa (15-20 hg) and remove the adapter. Refill the reservoir to the proper level. Repeat Steps 6 and 7. If needed, refill the reservoir and continue to pull a vacuum until no more bubbles can be seen in the reservoir or until the fluid level no longer drops. The vehicle will move if started in gear before the Actuator Cylinder is refilled and operational. Start the vehicle the first time in neutral to help prevent personal injury from vehicle movement and see if the transmission will shift easily into gear. Pump the clutch pedal until firm (to refill actuator cylinder). Add additional fluid if needed. Test drive vehicle to ensure proper operation. Disclaimer Page 3614 Steps 29 - 32 Page 7504 16. Install the upper center floor air outlet duct screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 17. Install the lower center floor air outlet duct. 18. Install the HVAC module assembly. Page 5114 Page 6712 2. Connect both front end sensors connector to the front end sensor (1). 3. Connect both CPA's to each front end sensor connector. 4. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center (1). 5. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 6. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. Page 8215 Disclaimer Page 6466 C707 Rear Lamp Harness To Left Tail Lamp Harness Page 6075 Multiple Junction Connector: Diagrams C403 - C500 C403 Body Harness To Rear Wheel Speed Sensor Harness Page 2404 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Page 895 Important: Do not reuse the position sensor bolt. Always use a new bolt when installing a brake pedal position sensor. 1. Install the brake pedal position sensor and the bolt to the brake pedal bracket. Tighten Tighten the bolt to 2 Nm (18 lb in). 2. Install the electrical connector to the position sensor. 3. Install the steering wheel stub shaft to the steering column. 4. Install the closeout panel. 5. Calibrate the position sensor. See: Testing and Inspection/Programming and Relearning Page 5672 10. Remove the IBCM 1 fuse (30 amp) for 10 seconds and then reinstall. 11. Install the fuse cover and battery cover. 12. Close the hood. Rear Wheel Bearing Replacement Important: The following procedure should only be performed if ABS DTC C0045 and/or C0050 were found earlier in the procedure. 1. Raise the vehicle on a suitable hoist and support as necessary. 2. If ABS DTC C0045 was found, remove the LEFT REAR tire and wheel assembly. If ABS DTC C0050 was found, remove the RIGHT REAR tire and wheel assembly. If both ABS DTCs were found, remove both rear tire and wheel assemblies. 3. Remove the two bolts (2) attaching the brake caliper mounting bracket to the knuckle. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and they hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Important: DO NOT disconnect the hydraulic brake flexible hose from the caliper. 4. Remove the rear brake caliper mounting bracket and caliper as an assembly and support the assembly with heavy mechanic's wire, or equivalent. 5. Remove the brake rotor. Do not force the rotor off If the rotor is difficult to remove, ease if off by gently rotating it as you pull outward. 6. Disconnect the electrical connector for the wheel speed sensor on the bearing hub. 7. Remove the four nuts attaching the bearing hub assembly to the knuckle and remove the bearing hub and brake backing plate. 8. Position the brake backing plate and new bearing hub assembly to the knuckle and install the four nuts. Tighten Tighten the four nuts to 63 Nm (46 lb-ft). 9. Connect the electrical connector to the wheel speed sensor on the bearing hub. 10. Thoroughly clean any rust or corrosion from the mating/mounting surface on the backside of the brake rotor. Verify that there are no foreign particles or debris remaining. 11. Install the brake rotor on the bearing hub flange. 12. Install the rear brake caliper and mounting bracket on the knuckle. Page 4420 Front Seat Belt Buckle: Service and Repair Front SEAT BELT BUCKLE REPLACEMENT - FRONT REMOVAL PROCEDURE 1. Remove the front seat. 2. Remove the seat belt buckle fastener. 3. Remove the seat belt buckle. INSTALLATION PROCEDURE 1. Install the seat belt buckle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the seat belt buckle fastener. Tighten Tighten the fastener to 35 N.m (25 lb ft). 3. Install the front seat. Page 1874 Fuse Block - Rear C1 Part 2 Engine - Drive Belt, High RPM Squealing Noise Drive Belt: All Technical Service Bulletins Engine - Drive Belt, High RPM Squealing Noise Bulletin No.: 05-06-01-009B Date: February 08, 2006 TECHNICAL Subject: LX9 Serpentine Drive Belt Assembly Squeals at Higher RPM and May Emit an Odor (Replace Serpentine Drive Belt Assembly) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 with 3.5L V6 Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being revised to update the VIN number. Please discard Corporate Bulletin Number 05-06-01-009A (Section 06 - Engine). Condition Some customers may comment that the serpentine drive belt assembly on the 3.5L LX9 engine may squeal at higher rpm (3500-4000 RPM) range, or at before shift point(s). There may also be an odor emitted from the serpentine drive belt under certain driving conditions. Cause There has been a material change to the engine serpentine drive belt assembly. Correction Replace the engine serpentine drive belt assembly with PIN 12591059. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 2852 Body Control Module: Diagrams Body Control Module (BCM) C4 Body Control Module - C4 Part 1 Page 905 Traction Control Switch: Service and Repair Traction Control Switch Replacement Removal Procedure 1. Remove the left console trim panel. 2. Remove the traction control switch from behind the console. 3. Remove the traction control switch wire harness connector. Installation Procedure 1. Install the traction control switch wire harness connector. 2. Install the traction control switch. 3. Install the left console trim panel. Page 742 Under Center Console Page 6517 Disclaimer Page 7152 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 259 Vehicles Built with Upgradeable OnStar(R) System Analog Modules Note: Page 7714 Submit a Product Recall claim with the information shown. Refer to the General Motors WINS claim Processing Manual for details on Product Recall claim Submission. Customer Notification -- For US and CANADA General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). The correct air bag warning label will be mailed to the customer of record for installation. Dealer Recall Responsibility -- For US States and Possessions The US National Traffic and Motor Vehicle Safety Act provides that each vehicle that is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. This bulletin is notice to you that the new motor vehicles included in this recall may not comply with the standard identified above. Under Title 49 Section 30112 of the United States Code it is illegal for a dealer to sell a new motor vehicle which the dealer knows does not comply with an applicable Federal Motor Vehicle Safety Standard As a consequence if you sell any of these motor vehicles without first performing the recall correction your dealership may be subject to a civil penalty for each such sale. Dealer Recall Responsibility -- ALL All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. This could be done by mailing to such customers a copy of the customer letter shown in this bulletin. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Important To ensure proper adhesion of the label, the interior temperature of the vehicle must be at least 50°F (11°C). 1. Use a clean, dry cloth to dust/clean off the driver's sun visor. 2. Firmly hold the label and peel the protective liner from the backside of the label being careful not to touch or contaminate the adhesive by allowing dirt or any foreign matter to come in contact with it. 3. Carefully align the new label to cover the old label and smooth down, especially around the edges. Apply pressure for approximately 3 to 5 seconds. 4. Repeat Steps 1 through 3 on the passenger's sun visor. Page 3731 3. Remove the 2 bolts and 1 exhaust pipe nut at the manifold. 4. Remove the nuts at the outlet of the catalytic converter to crossover pipe. 5. Inspect the exhaust pipe-to-exhaust manifold flange. Exhaust Pipe to Manifold Flange Warpage: ^ Service Limit: 0.7 mm (0.028 inch) max. ^ Standard: 0.7 mm (0.028 inch) max. Installation Procedure 1. Install a new gasket on the exhaust manifold studs. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the rear exhaust pipe-to-manifold nut and bolts. ^ Tighten the exhaust pipe-to-manifold nut and bolts to 31 Nm (23 ft. lbs.). 3. Install the catalytic converter outlet gasket and fasten the outlet to crossover pipe with the nuts. ^ Tighten the catalytic convertor to crossover pipe nuts to 31 Nm (23 ft. lbs.). 4. Install the HO2S2 using the J 39194-B. ^ Tighten the oxygen-sensor-to-exhaust manifold to 45 Nm (33 ft. lbs.). 5. Lower the vehicle to the ground, start the engine, and check for exhaust leaks. Page 4919 Transmission Mount: Service and Repair Transmission Mount Replacement - Rear Transmission Mount Replacement - Rear Removal Procedure 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the left tire and wheel. 3. Using a suitable jack stand, support the rear of the powertrain. 4. Remove the transmission mount to bracket through bolt and nut. 5. Remove the transmission mount to transmission bolts. 6. Disconnect the HO2 sensor Harness from the transmission mount bracket. 7. Remove the transmission mount to frame nuts. Page 646 Body Control Module (BCM) C4 Part 2 Compressor Hose Assembly Replacement Hose/Line HVAC: Service and Repair Compressor Hose Assembly Replacement COMPRESSOR HOSE ASSEMBLY REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Insert 2 small screwdrivers into the 2 slots of the compressor hose and suction line connector and release locking tabs. 3. Remove the compressor hose and suction line connector. 4. Remove the compressor hose from the suction line. 5. Remove and discard the O-rings. 6. Remove the compressor hose bracket bolt. 7. Remove the air cleaner intake duct from the air cleaner assembly. 8. Raise the vehicle. Refer to Vehicle Lifting. 9. Remove the right front fender liner. 10. Remove the right radiator air deflector retainers. 11. Remove the right radiator air deflector. 12. Remove the liquid line and compressor hose bolt from the condenser. Page 4612 Fluid Line/Hose: Service and Repair Transmission Oil Cooler Line Quick Connect Fitting Transmission Oil Cooler Line Quick Connect Fitting Removal Procedure Important: Perform the following procedure when removing the retaining rings and cooler lines from the quick connect fittings located on the radiator and/or the transmission. 1. Pull the plastic cap back from the quick connect fitting and down along the cooler line about 5 cm (2 inch). 2. Using a bent-tip screwdriver, pull on one of the open ends of the retaining ring in order to rotate the retaining ring around the quick connect fitting until the retaining ring is out of position and can be completely removed. 3. Remove the retaining ring from the quick connect fitting. 4. Discard the retaining ring. 5. Pull the cooler line straight out from the quick connect fitting. Installation Procedure Important: ^ Do not reuse any of the existing oil lines or oil line fittings if there is excessive corrosion. ^ Do not reuse any of the existing retaining rings that were removed from the existing quick connect fittings. Install new retaining rings. ^ Ensure the following procedures are performed when installing the new retaining rings onto the fittings. Page 3639 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. 2. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 3. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. 1. Coat the threads with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the ECT sensor. Tighten Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Fill the cooling system. Refer to Draining and Filling Cooling System (L61) Draining and Filling Cooling System (LX9) in Cooling System. Page 2865 Steps 7-13 Page 6336 Fuse Block - Underhood C3 Part 4 Page 5583 3. Remove the 2 proportioning valve bracket nuts and remove the proportioning valve assembly from the vehicle. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the proportioning valve assembly and the 2 proportioning valve bracket nuts. ^ Tighten the 2 proportioning valve bracket nuts to 10 Nm (89 inch lbs). Caution: Make sure brake pipes are correctly connected to brake pressure modulator valve. If brake pipes are switched by mistake, wheel lockup will occur and personal injury may result. The only two ways this condition can be detected are by using a Scan Tool or by doing an Antilock stop. 2. Remove the tape that marked the locations of the brake pipes. Page 5457 Brake Caliper: Service and Repair Disc Brake Hardware Replacement Front Disc Brake Hardware Replacement- Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, then no brake fluid needs to be removed from the reservoir before proceeding. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise and support the vehicle. 4. Remove the tire and wheel. 5. Using a C-clamp installed to the center of the outer brake pad and the back of the caliper, slowly compress the caliper piston into its bore just enough to remove the caliper from the mounting bracket. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. 6. To loosen the brake caliper pin bolts, hold the brake caliper guide pin with a wrench. 7. Remove the lower brake caliper pin bolt. 8. Pivot the brake caliper upward and support with mechanics wire as shown. 9. Remove the brake pads (2) from the disc brake caliper bracket. 10. Remove the brake pad retainers (2) from the disc brake caliper bracket. Page 1820 15. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit. install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 16. Install a transparent hose over the end of the bleeder valve. then repeat steps 13-14. 17. With the left front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left front hydraulic circuit, install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 18. Install a transparent hose over the end of the bleeder valve. then repeat steps 13-14. 19. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 20. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 21. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 22. Close the J29532, or equivalent, fluid tank valve, then disconnect the J 29532, or equivalent from the J 44894 A. 23. Remove the J 44394-A from the brake master cylinder reservoir. 24. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 25. Slowly press and release the brake pedal. Observe the feel of the brake pedal. 26. If the brake pedal feels spongy perform the following steps: 26.1. Inspect the brake system for external leaks. 26.2. If equipped with antilock brakes, using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the BPMV. 27. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 28. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. Page 4762 Page 7687 3. Install the SIS-Left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Left connector (4). 5. Install the LH door trim panel (2). 6. Connect the roof rail module-left connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-left connector. 8. Install the garnish molding to the upper lock pillar. Component Locations Forward Of BCM Page 5882 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 4550 interchangeable. Important: The wear plate (640) and input thrust washer (660) are not required with the new sprag. Use of the thrust washer and wear plate with the new sprag assembly will cause a misbuild (correct end play cannot be obtained). Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 3767 Positive Crankcase Ventilation: Service and Repair Positive Crankcase Ventilation (PCV) Valve Replacement Removal Procedure 1. Disconnect the vacuum hose from positive crankcase ventilation (PCV) valve. 2. Remove the PCV valve retainer. 3. Remove the PCV valve. Installation Procedure 1. Install the PCV valve. 2. Install the PCV valve retainer. 3. Connect the vacuum hose to PCV valve. Fuel Level Sensor Replacement (Malibu MAXX) Fuel Level Sensor: Service and Repair Fuel Level Sensor Replacement (Malibu MAXX) FUEL LEVEL SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Page 5915 Locations Page 1904 Application Table Part 2 Page 6567 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 7829 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 2 Page 4438 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 8185 8.5. Close the luggage compartment floor. 9. Fold down the left-hand rear side hatch in the luggage compartment. 10. M03: Replace the optic cable on the left-hand rear side: 10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A). 10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable. 10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the connector and disconnect the optic cable coming from the OnStar(R) control modules. Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's Fuel Gauge Sender: All Technical Service Bulletins Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's TECHNICAL Bulletin No.: 09-06-04-007A Date: April 06, 2009 Subject: Fuel Gauge Does Not Read Correctly, Fuel Gauge Stuck, Check Engine Light On, DTC P0455, P0461 Set (Reposition Fuel Vapor Line) Models: 2004-2007 Chevrolet Malibu/Maxx 2008 Chevrolet Malibu (Classic) 2008-2009 Chevrolet Malibu 2005-2009 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to add DTC P0455 and update the Subject and Condition. Please discard Corporate Bulletin Number 09-06-04-007 (06 - Engine - Engine Controls). Condition Some customers may comment on the following conditions: - The fuel gauge does not rise above the 3/4 mark after a fill up or the fuel gauge appears "stuck". - An illumination of the check engine light. - On rare occasions, the fuel gauge does not read the correct level which may result in a no start condition due to a low fuel level. Upon further investigation, the technician may find DTC P0455/P0461 Fuel Level Sensor Circuit Performance stored in the ECM/PCM Cause This condition may be caused by a fuel vapor vent line (that is internal to the fuel tank) interfering with the travel of the fuel level sensor float arm. Correction 1. Verify the customer concern. 2. Remove the fuel tank. Refer to Fuel Tank Replacement in SI. 3. Disconnect the fuel pressure sensor and sender electrical connections. 4. Disconnect the evaporative emission (EVAP) vapor line quick connect fittings (1, 2). Specifications Valve: Specifications Valves Valve Face Angle ................................................................................................................................ .............................................................. 45 degrees Page 6631 Toe is a measurement of how much the front and/or rear wheels are turned in or out from a straight-ahead position. When the wheels are turned in, toe is positive (+). When the wheels are turned out, toe is negative (-). The actual amount of toe is normally only a fraction of a degree. The purpose of toe is to ensure that the wheels roil parallel. Toe also offsets the small deflections of the wheel support system that occur when the vehicle is rolling forward. In other words, with the vehicle standing still and the wheels set with toe-in, the wheels tend to roll parallel on the road when the vehicle is moving. Improper toe adjustment will cause premature tire wear and cause steering instability. Thrust Angles Description The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action relates to the thrust angle (3). The thrust angle is the path that the rear wheels take. Ideally, the thrust angle is geocentrically aligned with the body centerline (2). In the illustration, toe-in is shown on the left rear wheel, moving the thrust line (1) off center. The resulting deviation from the centerline is the thrust angle. Lead/Pull Description Lead/pull is the deviation of the vehicle from a straight path, on a level road, without hand pressure on the steering wheel. Lead/pull is usually caused by the following factors: ^ Tire construction ^ Uneven brake adjustment ^ Wheel alignment The way in which a tire is built may produce lead/pull. The rear tires will not cause lead. Torque Steer Description Page 8302 Parts Information Page 2270 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Page 3208 Body Control Module (BCM) C4 Part 4 Locations Oxygen Sensor: Locations Top Rear Of Engine Page 257 OnStar(R) - Cellular Antenna Replacement Parts Antenna, Phone: Technical Service Bulletins OnStar(R) - Cellular Antenna Replacement Parts Bulletin No.: 00-08-46-002A Date: April 12, 2005 INFORMATION Subject: OnStar(R) System Cellular Antenna Replacement Parts Availability Models: 1996-2005 Passenger Cars and Light Duty Trucks 2003-2005 HUMMER H2 with OnStar(R) and Glass Mounted Antennas Supercede: This bulletin is being revised to update the model years, models and parts information. Please discard Corporate Bulletin Number 00-08-46-002 (Section 08 - Body & Accessories). Replacement parts for the OnStar(R) system cellular antenna are available as follows: ^ Cellular Antenna Kit - If the antenna mast or exterior base is damaged or missing or if the antenna base has separated from the exterior glass surface. ^ Cellular Antenna Inner Coupling - If the antenna coupling on the inside of the glass requires replacement. Important: If glass replacement is required, both the Cellular Antenna Kit and the Cellular Antenna Inner Coupling are required. The kits listed contain all the necessary parts and instructions needed to properly install a new cellular antenna exterior base or interior coupling to the glass surface. To obtain maximum adhesion during installation, the instructions included in the kits must be followed carefully and exactly as written. Important: Do not attempt to reinstall the original cellular antenna exterior base or interior coupling using any type of glue, adhesive tapes, etc. Doing so may eliminate the cellular signal transfer through the glass and reduce the maximum performance of the system that includes air bag deployment notification. Important: To obtain maximum adhesion between the new cellular exterior base or interior coupling and the glass surface, the base, coupling and glass must be kept dry and above 15°C (60°F) during the installation and for the 24 hours immediately following the installation. Not keeping the vehicle dry and above the temperature listed for 24 hours may result in the new cellular antenna exterior base or interior coupling coming off. Parts Information Parts are currently available from GMSPO. Page 2345 Oil Pan: Service and Repair Oil Pan Replacement ^ Tools Required J28467-B Universal Engine Support Fixture Removal Procedure 1. Disconnect the negative battery cable. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Drain the crankcase. 4. Remove the right front tire and wheel. 5. Remove the right front splash shield. 6. Remove the wheel speed sensor harness from the right suspension support. 7. Remove the right front ball joint, bolt, and nut. Separate the ball joint from the steering knuckle. 8. Remove lower closeout panel. 9. Remove the air conditioning (A/C) compressor bolts and position the compressor aside 10. Remove the braces that support the engine to the transmission. 11. Disconnect the oil level sensor. 12. Remove the retainers that secure the brake line to the frame. 13. Support the engine using the J 28467-B or a tall jackstand and a block of wood. 14. Remove the right side engine mount nuts and bolts. 15. Loosen the left side cradle bolts. 16. Remove the cradle bolts from the right front and the right rear. 17. Remove the starter. 18. Remove the oil pan side bolts. 19. Remove the oil pan bolts. 20. Remove the oil pan. 21. Remove the oil pan gasket. 22. Clean the following items: Page 662 Body Control Module: Diagrams Body Control Module (BCM) C3 Body Control Module - C3 Part 1 Page 3003 Oxygen Sensor: Service Precautions Heated Oxygen Sensor Resistance Learn Reset Notice Notice: When replacing the HO2S perform the following: ^ A code clear with a scan tool, regardless of whether or not a DTC is set ^ HO2S heater resistance learn reset with a scan tool, where available Perform the above in order to reset the HO2S resistance learned value and avoid possible HO2S failure. Page 5544 4. Remove the piston dust boot seal (2) from the seal counterbore in the caliper (5). Discard the boot seal. 5. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard the piston seal. 6. Remove the bleeder valve cap (6). 7. Remove the bleeder valve (7). Important: Do not use abrasives to clean the brake caliper piston. 8. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 10. Clean the brake caliper piston bore and seal counterbore, and the caliper piston with denatured alcohol, or equivalent. 11. Dry the caliper piston bore and counterbore, and the piston with non-lubricated, filtered, compressed air. 12. Inspect the caliper piston for cracks, scoring, and/or damage to the plating. Replace the caliper piston if any of these conditions exist. 13. Inspect the caliper mounting holes for cracks, scoring, pitting, rust and/or excessive corrosion. Replace the caliper assembly if any of these conditions exist. Assembly Procedure 1. Lubricate the new piston seal (4) with Delco Supreme 11 GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 2. Install the lubricated, new piston seal (4) into the caliper bore. 3. Apply a thin coat of Delco Supreme 11 GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean. sealed brake fluid container onto the outer surface area of the caliper piston (3). Page 5675 Page 7417 10. Remove the right front fender liner. 11. Remove the right radiator air deflector retainers. 12. Remove the right radiator air deflector. 13. Remove the left radiator air deflector retainers. 14. Remove the left radiator air deflector. 15. Remove the liquid line and compressor hose bolt from condenser. 16. Remove the compressor hose from the condenser. 17. Remove the liquid line from the condenser. 18. Remove both lower radiator mounting bracket bolts. 19. Remove both lower radiator mounting brackets. Page 7323 Air Duct: Service and Repair Air Outlet Duct - Center AIR OUTLET DUCT REPLACEMENT - CENTER REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) center trim panel. 2. Remove the center air outlet duct. INSTALLATION PROCEDURE 1. Install the center air outlet duct. 2. Install the I/P center trim panel. Air Outlet Duct - Center Floor AIR OUTLET DUCT REPLACEMENT - CENTER FLOOR REMOVAL PROCEDURE 1. Remove the HVAC module assembly. 2. Remove the lower center floor air duct push-in fastener. 3. Remove the lower center floor air duct. 4. Remove the upper center floor air duct screws. Page 5941 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 7018 3. Install the frame to body bolts. Hand tighten only. 4. Install the rear frame support brace to frame and body bolts. Hand tighten only. Page 2821 Body Control Module (BCM) C2 Part 1 Page 4797 Restraints - Driver/Passenger Seat Head Rest Information Head Restraint System: Technical Service Bulletins Restraints - Driver/Passenger Seat Head Rest Information INFORMATION Bulletin No.: 10-08-50-003A Date: March 24, 2011 Subject: Information on Driver or Passenger Seat Head Restraint Concerns with Comfort, Custom Upholstery or Other Comfort Enhancing Devices Models: 2012 and Prior GM Passenger Cars and Trucks Equipped with Adjustable Head Restraints Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 10-08-50-003 (Section 08 - Body and Accessories). Important ON A GM VEHICLE EQUIPPED WITH ADJUSTABLE HEAD RESTRAINTS, USE THE HEAD RESTRAINT COVERS, FOAM AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER OR REPOSITION THE HEAD RESTRAINT SYSTEM. ANY ALTERATIONS TO HEAD RESTRAINTS DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER DESIGN ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. You may have a customer with a concern that the head restraint is uncomfortable or sits too far forward. The front driver and passenger seats are equipped with head restraints that have been designed to help minimize injuries while still providing comfort to the occupants. Each GM vehicle has its own specifically designed head restraint. The head restraints should only be used in the vehicle for which they were designed. The head restraint will not operate to its design intent if the original foam is replaced (1) by non-GM foam or head restraint, (2) by GM foam or head restraint designed for a different vehicle, (3) by GM foam or head restraint that has been altered by a trim shop or (4) if any object, such as an aftermarket comfort enhancing pad or device, is installed. Never modify the design of the head restraint or remove the head restraint from the vehicle as this may interfere with the operation of the seating and restraint systems and may prevent proper positioning of the passenger within the vehicle. Disclaimer Page 7614 Refrigerant Pressure Sensor / Switch: Service and Repair AIR CONDITIONING (A/C) REFRIGERANT PRESSURE SENSOR REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE IMPORTANT: Refrigerant recovery is not required. 1. Remove the refrigerant pressure sensor wire harness connector. 2. Remove the refrigerant pressure sensor. 3. Remove and discard the O-ring. INSTALLATION PROCEDURE 1. Install a new O-ring. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the refrigerant pressure sensor. Tighten Tighten to 5 N.m (44 lb in). 3. Install the refrigerant pressure sensor wire harness connector. 4. Leak test the fittings using the J 39400-A. Page 6315 Fuse Block - Rear C1 Part 7 Page 6258 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 7655 Discharge Air Temperature Sensor / Switch: Service and Repair Air Temperature Sensor Replacement - Lower AIR TEMPERATURE SENSOR REPLACEMENT - LOWER REMOVAL PROCEDURE 1. Remove the right console trim panel. 2. Twist and pull the lower air temperature sensor from the center floor air outlet duct. 3. Remove the lower air temperature sensor wire harness. INSTALLATION PROCEDURE 1. Install the lower air temperature sensor wire harness. 2. Install the lower air temperature sensor. 3. Install the right console trim panel. Page 8435 Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. This DTC cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U0140 - U0184 Circuit Description Modules connected to the GMLAN serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. When the module detects one of the following conditions on the GMLAN serial data circuit, a DTC will set. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the GMLAN serial data circuit. Conditions for Setting the DTCs Diagnostic algorithms are designed so that a single point failure within a particular node shall result in a single DTC/FTB combination being set. Any recognized faults shall generate one DTC. Recognized faults may include but are not limited to the following: ^ Open or shorted condition on an I/O Circuit outside of normal operation of that circuit. ^ Erratic signal of a circuit, outside of normal operation, which can be readily and repeatedly recognized as erratic. ^ A condition, outside of normal operation, which causes a customer perception of a performance problem. ^ A condition whether hardware or data link error, which causes a device to operate in a default or fail soft mode. ^ A condition which changes or limits system performance. ^ Network supervision/signal supervision errors. ^ ECU Internal errors. ^ Criteria determined by legislation. An initialization or shutdown self-test shall be performed and may include but is not limited to the following: ^ RAM check ^ ROM/EEPROM/Flash check Page 5328 Rear Of Vehicle - Extended Sedan Page 3884 Fuel Injector: Diagrams Fuel Injector 1 Page 6148 Application Table Part 3 Left Front of Floor Console Left Front Of Floor Console Page 5766 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 1206 Accelerator Pedal Position (APP) Sensor A/T - 4T45E Growl/Howl on Moderate Acceleration Drive Chain: Customer Interest A/T - 4T45E Growl/Howl on Moderate Acceleration Bulletin No.: 04-07-30-021A Date: July 02, 2004 ADVANCE SERVICE INFORMATION RESOLUTION Subject: Growl or Howl Type Noise From Transmission/Engine Compartment During Light to Moderate Acceleration from a Stop (Replace Drive Link, Drive Sprocket and Driven Sprocket) Models: 2004 Chevrolet Malibu, Malibu Maxx 2004 Oldsmobile Alero 2004 Pontiac Grand Am Built After January 16, 2004 with 4T45E Automatic Transaxles (RPO MN5) Built Between Julian Date 4016 and 4126 and 3.4L or 3.5L V6 Engine (VINs E, 8 - RPOs LA1, LX9) Supercede: This bulletin is being revised to include a repair procedure and parts availability information. Please discard Corporate Bulletin Number 04-07-30-021 (Section 07-Transmission/Transaxle). Condition Some customers may comment on a growl or howl type noise during light to moderate acceleration from a stop. This noise is load and engine RPM sensitive and will occur between 1500 RPM to approximately 2300 RPM. The noise is most noticeable in first and second gear. The noise may dissipate prior to the 1-2 shift, but will be noticed again in second gear depending on the load and engine RPM. The pitch of the noise will change during the 1-2 shift. Cause The noise is due to the new 5/8 inch drive link assembly being at a resonant frequency during certain driving conditions. Correction Important: Only RPO MN5 transaxles built between Julian date 4016 and 4126 have 5/8 inch drive link assemblies. Refer to Transmission ID and VIN Derivative Location, for Julian date location information. Follow the service procedure below to replace the 5/8 inch drive link and sprockets with a 7/8 inch drive link and sprockets. 1. Remove the transaxle from the vehicle. 2. Install the transaxle in the bench support fixture. 3. Remove the torque converter. 4. Remove the Park Neutral Position (PNP) switch. 5. Remove the side cover transmission mount bracket from the transmission. 6. Remove the control valve side cover. 7. Remove the wiring harness from the valve body and solenoids. Important: ^ It is not necessary to remove either the valve body or the oil pump from the channel plate assembly. Page 6050 C101 LF Wheel Speed Sensor Jumper Harness To Body Harness Service and Repair Maintenance Indicator - A/T: Service and Repair This vehicle does not use a Trans Fluid Life index, and has no monitor to reset. Page 1507 Alignment: Description and Operation Caster Description Caster is the tilting of the uppermost point of the steering axis either forward or backward, when viewed from the side of the vehicle. A backward tilt is positive (+) and a forward tilt is negative (-). Caster influences directional control of the steering but does not affect the tire wear. Caster is affected by the vehicle height, therefore it is important to keep the body at its designed height. Overloading the vehicle or a weak or sagging rear spring will affect caster. When the rear of the vehicle is lower than its designated trim height, the front suspension moves to a more positive caster. If the rear of the vehicle is higher than its designated trim height, the front suspension moves to a less positive caster. With too little positive caster, steering may be touchy at high speed and wheel returnability may be diminished when coming out of a turn. If one wheel has more positive caster than the other, that wheel will pull toward the center of the vehicle. This condition will cause the vehicle to pull or lead to the side with the least amount of positive caster. Camber Description Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle. When the wheels tilt outward at the top, the camber is positive (+). When the wheel tilts inward at the top, the camber is negative (-). The amount of tilt is measured in degrees from the vertical. Camber settings influence the directional control and the tire wear. Too much positive camber will result in premature wear on the outside of the tire and cause excessive wear on the suspension parts. Too much negative camber will result in premature wear on the inside of the tire and cause excessive wear on the suspension parts. Unequal side-to-side camber of 1 degree or more will cause the vehicle to pull or lead to the side with the most positive camber. Toe Description Page 4739 1. Install a new torque convertor O-ring seal on the end of the turbine shaft. 2. Install the torque convertor onto the transmission. 3. Install the transmission into the vehicle. 4. Connect the negative battery cable. 5. Adjust the transmission oil level. Case Side Cover Seal Replacement Case Side Cover Seal Replacement Tools Required ^ J 41227 Output Shaft Sleeve Remover ^ J 41228 Output Shaft Seal Installer ^ J 41102 Axle Seal Installer Removal Procedure 1. Raise the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the drive axle assembly. 3. Use a medium screwdriver and a mallet in order to remove the case cover seal. Locations Above And Forward Of Radiator Steering/Suspension - Wheel Alignment Specifications Alignment: All Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Page 5450 9. Install the new dust boot seal onto the caliper piston (2). 10. Insert the caliper piston into the caliper bore; using a spanner type wrench, rotate the piston (2) clockwise to fully seat the piston into the caliper body (1). 11. Fully seat the piston dust boot seal in the seal counterbore. 12. Install the piston dust boot seal retaining ring to the groove in the caliper seal counterbore. 13. Install the brake caliper to the vehicle. Inspect the brake caliper for brake fluid leaks while performing the hydraulic brake system bleeding procedure after the caliper has been installed to the vehicle. If the brake caliper leaks brake fluid from the FRONT of the caliper past the piston dust boot seal, replace the caliper piston assembly. The piston integral adjustment mechanism contains a non-serviceable seal which may be allowing brake fluid to leak past it through a bleed hole near the end of the caliper piston. Page 8273 Important: Secure the wiring harness so that there is no risk of chafing and rattling. 9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 10. Install the ground cable to the battery's negative terminal. 11. Clear the diagnostic trouble codes. 12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical description. 2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV 2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV Notice: Handle the fiber optic cables with care or the signal may be distorted. ^ It is very important that the two leads in the connector are not confused with one another. ^ Do not splice the cables. ^ Do not bend the cable in a radius smaller than 25 mm (1 in). ^ Do not expose the cable to temperatures exceeding 185°F (85°C). ^ Keep the cable ends free from dirt and grime. ^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby reducing the intensity of the light and causing possible communication interruptions. ^ The cable should not lie against any sharp edges as this may cause increased signal attenuation. 1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove. 2. Remove the ground cable from the battery's negative terminal. 3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: Page 2071 19. Reinstall the metal retaining clip. Important: All shifter cable and park lock cable clips are one time usage only. Any service repair requiring cables to be disconnected from the transaxle control cable bracket or shifter assembly will require a cable clip replacement. 20. Attach the shift cable to the transmission shift lever. 21. Install the shift cable to the control assembly both at the base and to the pin. 22. Adjust the shift cable at the transmission, if necessary (with both shifter and transmission lever in PARK position, release and reset the "C/Locking" clip adjuster). 23. Reinstall the coolant reservoir/surge tank. 24. Reinstall the two bolts retaining the dash center support to the floor pan. Tighten Tighten the bolts to 10 N.m (89 lb in). 25. Reposition the carpet and the insulator on the bulk head. 26. Reinstall the driver's side under dash close out panel. 27. Reinstall the center console. 28. Road test the vehicle and confirm complaint noise is no longer present. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table shown. Disclaimer Page 3784 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Diagrams Fuel Pump And Sender Assembly Page 1243 Knock Sensor: Description and Operation KNOCK SENSOR (KS) SYSTEM DESCRIPTION PURPOSE The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. SENSOR DESCRIPTION This KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 5781 Generator Locations Cabin Air Filter: Locations This vehicle does not have a factory installed cabin filter. Page 3233 Location View Location View Procedures Sunroof / Moonroof Switch: Procedures SUNROOF SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the overhead console cover. 2. Disconnect the electrical connector from the sunroof control switch. 3. Using a small flat-bladed tool disengage the sunroof control switch from the overhead console cover. INSTALLATION PROCEDURE 1. Install the sunroof control switch into the overhead console cover. Press the switch into place until fully seated. 2. Connect the electrical connector to the sunroof control switch. 3. Install the overhead console cover. Page 8209 For vehicles repaired under warranty, use the table. Disclaimer Page 3446 Center Rear Of Engine Page 5764 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 3002 Heated Oxyged Sensor (HO2S) Bank 2 Sensor 2 Page 1413 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 280 DTC B2476 04: Cellular Phone Select Service Switch Open Circuit DTC B2476 59: Cellular Phone Select Service Switch Stuck Button DTC B2482 00: Cellular Phone Select Service Switch Range/Performance Circuit Short to Ground Open / High Resistance Short to Voltage Signal Performance Circuit/System Description The OnStar(R) button assembly consists of 3 buttons, Call/Answer, OnStar(R) Call Center, and OnStar(R) Emergency. The vehicle communication interface module (VCIM) supplies the OnStar(R) button assembly with 10 volts via the keypad supply voltage circuit. Each of the buttons, when pressed, completes the circuit across a resistor allowing a specific voltage to be returned to the VCIM over the keypad signal circuit. Depending upon the voltage range returned, the VCIM is able to identify which button has been activated. Conditions for Running the DTCs The ignition is ON. System voltage is between 9 - 16 volts. Conditions for Setting the DTCs B2476 04: The VCIM detects an open/high resistance on the keypad supply voltage circuit. B2482 and B2476 59: The VCIM detects a valid signal on the keypad signal circuit for more than 15 seconds. If one of the OnStar(R) buttons is held or stuck for 15 seconds or more, the VCIM will set these DTCs. Action Taken When the DTCs Set The OnStar(R) status LED turns red. No calls can be placed. The VCIM will ignore all inputs from the OnStar® button assembly. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 100 consecutive malfunction-free ignition cycles have occurred. Electrical - Aftermarket Fuse Warning Fuse: Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 3517 Body Control Module: Connector Locations Body Control Module (BCM) C1 Part 1 Locations Mass Air Flow (MAF) Sensor: Locations Top Right Front Of Engine Page 4662 1. Install the new seal. Use the J 41102. Lubricate the seal lip with a light wipe of transmission oil. Important: Carefully guide the axle shaft past the lip seal. Do not allow the shaft splines to contact any portion of the seal lip surface, otherwise damage to the seal will occur. 2. Install the two new snap rings on the stub shaft. 3. Install the stub shaft into the transmission. Use a mallet. 4. Install the drive axle assembly. 5. Lower the vehicle. 6. Inspect the oil level. 7. Inspect the shaft and the seal for leaks. Page 1093 Turn Signal Switch: Service and Repair Multifunction Turn Signal Switch Housing Replacement Multifunction Turn Signal Switch Housing Replacement Removal Procedure 1. Disable the supplemental inflatable restraint (SIR) system. 2. Remove the SIR coil (3). 3. Disconnect the electrical connectors from the multifunction switches. 4. Remove the multifunction switch housing (2) from the steering column (1). Installation Procedure 1. Install the multifunction switch housing (2) to the steering column (1). 2. Connect the electrical connectors to the multifunction switches. 3. Install the SIR coil (3). 4. Enable the SIR system. Page 5351 Traction Control Switch: Service and Repair Traction Control Switch Replacement Removal Procedure 1. Remove the left console trim panel. 2. Remove the traction control switch from behind the console. 3. Remove the traction control switch wire harness connector. Installation Procedure 1. Install the traction control switch wire harness connector. 2. Install the traction control switch. 3. Install the left console trim panel. Page 1288 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 8261 Page 1390 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Fuel Level Sensor Replacement (Malibu MAXX) Fuel Gauge Sender: Service and Repair Fuel Level Sensor Replacement (Malibu MAXX) FUEL LEVEL SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Fuel Pressure Gage Installation and Removal Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOLS REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Gasoline or gasoline vapors are highly flammable. A fire could occur if an ignition source is present. Never drain or store gasoline or diesel fuel in an open container, due to the possibility of fire or explosion. Have a dry chemical (Class B) fire extinguisher nearby. - Wrap a shop towel around the fuel pressure connection in order to reduce the risk of fire and personal injury. The towel will absorb any fuel leakage that occurs during the connection of the fuel pressure gage. Place the towel in an approved container when the connection of the fuel pressure gage is complete. NOTE: Refer to Fuel and Evaporative Emission (EVAP) Hose/Pipe Connection Cleaning Notice in Service Precautions. 1. Install the J 34730-1A to the fuel pressure service connection, located on the fuel rail. 2. Turn ON the ignition. CAUTION: Do not drain the fuel into an open container. Never store the fuel in an open container due to the possibility of a fire or an explosion. 3. Place the bleed hose of the fuel pressure gage into an approved gasoline container. 4. Open the bleed valve on the fuel pressure gage in order to bleed the air from the fuel pressure gage. 5. Command the fuel pump ON with a scan tool. 6. Close the bleed valve on the fuel pressure gage. 7. Inspect for fuel leaks. REMOVAL PROCEDURE 1. Place the fuel pressure gage bleed hose into an approved container and open the bleed valve in order to bleed OFF fuel system pressure. 2. Place a shop towel under the fuel pressure gage in order to catch any remaining fuel spillage. Page 7465 Discharge Air Temperature Sensor / Switch: Service and Repair Air Temperature Sensor Replacement - Lower AIR TEMPERATURE SENSOR REPLACEMENT - LOWER REMOVAL PROCEDURE 1. Remove the right console trim panel. 2. Twist and pull the lower air temperature sensor from the center floor air outlet duct. 3. Remove the lower air temperature sensor wire harness. INSTALLATION PROCEDURE 1. Install the lower air temperature sensor wire harness. 2. Install the lower air temperature sensor. 3. Install the right console trim panel. Page 5660 Page 716 Engine Control Module: Description and Operation Electronic Ignition (EI) System POWERTRAIN CONTROL MODULE (PCM) The PCM controls all ignition system functions, and constantly corrects the basic spark timing. The PCM monitors information from various sensor inputs that include the following: - The throttle position (TP) sensor - The engine coolant temperature (ECT) sensor - The mass airflow (MAF) sensor - The intake air temperature (IAT) sensor - The vehicle speed sensor (VSS) - The transmission gear position or range information sensors - The engine knock sensor (KS) Page 7331 1. Install the right air outlet duct. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the right air outlet duct screws. Tighten Tighten the right air outlet duct screws to 2.5 N.m (22 lb in). 3. Connect the wire harness clip at the right air outlet duct. 4. Install the right hand side window defogger duct. 5. Install the right hand side window defogger duct screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 6. Install the HVAC module assembly. Page 3386 Data Link Connector Diagram 2 Page 6786 7. Wipe off any excessive grease on the intermediate shaft to avoid damage from drips on the carpet. 8. Install the instrument panel insulator panel - left side. 9. Verify that the noise is no longer present. Condition 2 There may be interference between the clamp and the steering gear input shaft. The clamp is beveled and if forced down on the input shaft too hard, it may cause a loose fit with the intermediate shaft to input shaft joint. Correction 2 To correct this condition, perform the following steps: 1. Remove the intermediate shaft pinch bolt at the steering gear end. 2. Install a new bolt, GM P/N 07845238, but do not tighten the bolt at this time. 3. Pry the clamp up using a pry bar to position the bolt into the upper part of the groove as shown above. This will position the clamp off the bevel. 4. While keeping the clamp in the upper position, tighten the bolt. Tighten Tighten the bolt to 49 Nm (36 lb ft). 5. Verify that the clunk noise is no longer present. Condition 3 Important This condition ONLY applies to 2004-2007 Chevrolet Malibu/Maxx and 2005-2007 Pontiac G6. Some customers may comment on a knocking or rattling type noise from the front of the vehicle when driven at low speeds and over bumps. The noise only occurs when the steering wheel is in the straight ahead position and sounds like the noise is in the left suspension of the vehicle or directly in front of the driver. Correction 3 1. Ensure the noise is not caused by Condition # 1. 2. Determine the source of the noise. Install the chassis ears at the following locations: - sway bar link - one side at a time - upper strut mount - one side at a time - steering gear near the pinion area - base of the steering column housing - radiator surge tank 3. If the noise is coming from the upper strut mount or sway bar link, replace as necessary and retest. 4. For 2004-2006 Chevrolet and Pontiac model year vehicles, the noise may be coming from the radiator surge tank area. (The 2007 model year vehicles use a different style radiator surge tank - refer to Step 9.) 5. If the noise is coming from the radiator surge tank, release the two retaining tabs holding the radiator surge tank and reposition the tank away from the attaching bracket and isolate with closed cell foam. 6. Cut three pieces of closed cell foam, P/N P46515 (or equivalent), into 25 mm (1 in) by 102 mm (4 in) pieces. 7. Cut two pieces of closed cell foam into 25 mm (1 in) by 6 mm (1/4 in) pieces. Page 5930 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly. 2. Ensure that the cable seal is kept on the terminal side of the splice. Page 6055 C130 Engine Harness To Fuel Injector Harness Part 1 Page 1328 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 6274 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 2233 Valve Spring: Service and Repair Valve Stem Oil Seal and Valve Spring Replacement ^ Tools Required J 22794 Spark Plug Port Adapter - J 38606 Valve Spring Compressor Removal Procedure Important: ^ Before you remove the valve locks, rotate the engine so that the piston in the cylinder you are working on is at top dead center (TDC). This will eliminate the possibility of the valve accidentally falling inside the cylinder. ^ Break the spark plug loose, and clean any dirt and debris from the spark plug recess area before removing. 1. Remove the spark plug. 2. Remove the rocker arm. 3. Install the J 22794 into the spark plug port. Apply compressed air in order to hold the valves in place. 4. Install the J 38606 on the valve spring. 5. Compress the valve spring with the J 38606. Page 634 Body Control Module (BCM) C1 Part 5 Body Control Module (BCM) C2 Trim Height Specifications Trim Height Specifications Page 5046 12. Remove all traces of old grease and any contaminates. Dry all parts. 13. Inspect the following parts for damage or wear: ^ The tripot joint spider assembly ^ The housing ^ The needle rollers Installation Procedure 1. Install the small seal retaining clamp (1) on the neck of the inboard seal. Do not crimp. 2. Slide the seal onto the driveshaft bar. 3. Position the neck of the seal in the seal groove on the bar. Notice: Refer to Fastener Notice in Service Precautions. 4. Crimp the seal retaining clamp (1) using J 35910. Tighten Crimp to 136 Nm (100 ft. lbs.). 5. Check gap dimension, continue tightening until gap dimension is reached. 6. Install the spacer ring (2) on the driveshaft bar (1). 7. Slide the spider assembly toward the spacer ring as far as it will go on the bar. 8. Install the second retaining ring in the groove at the end of the bar (1) using J 8059. Page 4452 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304). 2. Install the transmission side cover. Trim Height Inspection Procedure Alignment: Service and Repair Trim Height Inspection Procedure The content of this article reflects the changes identified in TSB Bulletin No.: 06-03-06-004 Date: May 17, 2006 SERVICE MANUAL UPDATE Subject: Revised Trim Height Inspection Procedure and Trim Height Specifications Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Trim Height Inspection Procedure Trim Height Measurement Trim height is a predetermined measurement relating to vehicle ride height. Incorrect trim heights can cause the vehicle to bottom out over bumps, damage to the suspension components and symptoms similar to wheel alignment problems. Check the trim heights when diagnosing suspension concerns and before checking the wheel alignment. Perform the following before measuring the trim heights: ^ Set the tire pressure to the specifications shown on the certification label. Refer to Label - Vehicle Certification, Tire Place Card, Anti-Theft and Service Parts ID in General Information. ^ Check the fuel level. Add additional weight if necessary to simulate a full tank. ^ Make sure the passenger and rear compartments are empty, except for the spare tire. ^ Make sure the vehicle is on a flat and level surface, such as an alignment rack. ^ Check that all the vehicle doors are securely closed. ^ Check that the vehicle hood and rear deck lids are securely closed. ^ Check for installed after market accessories or modifications that could affect trim height measurement. Important: All dimensions are measured vertical to the ground. Trim height should be within +/- 10 mm (+/-0.39) to be considered correct. Use the following procedure to check the J and K dimensions: 1. Measuring the J dimension for the left and right side of the vehicle inboard of the pinch-weld flange at 544 mm (21.4 in) from the centerline of the front wheel. Page 3987 5. Turn the lock ring until the ring seats on the second detent. 6. Connect the electrical and ventilation connections to the modular fuel sender assembly cover. 7. Install the fuel tank. 8. Lower the vehicle. 9. Refill the tank. 10. Connect the negative battery cable. 11. Inspect for fuel leaks through the following steps: 11.1. Turn the ignition to the ON position for two seconds 11.2. Turn the ignition to the OFF position for ten seconds. 11.3. Turn the ignition to the ON position 11.4. Check for fuel leaks. Page 5985 Fuse Block - Rear C2 Part 2 Page 6396 C108 Engine Harness To Body Harness Page 7901 Page 7737 1. Connect the horn ground lead onto the steering wheel. 2. Connect the inflator module electrical connector and the CPA. IMPORTANT: This vehicle is equipped with dual stage frontal air bags. Match the right color connector to the right color opening in the module. Route the driver inflator wires, the redundant control wires, and the horn wires correctly. 3. Align the driver inflator module fasteners to the steering column fastener holes. 4. Push the driver inflator module firmly into the steering column in order to engage the fasteners. 5. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 3. 6. Install the steering column trim covers. Inflatable Restraint Instrument Panel Module Replacement INFLATABLE RESTRAINT INSTRUMENT PANEL MODULE REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to SIR Inflator Module Handling and Storage Caution in Service Precautions. - Refer to SIR Caution in Service Precautions. - A deployed dual stage inflator module will look the same whether one or both stages were used. Always assume a deployed dual stage inflator module has an active stage 2. Improper handling or servicing can activate the inflator module and cause personal injury. 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 5 in Restraint Systems. 2. Remove the I/P trim pad. 3. Remove the wire harness connector from the inflatable restraint I/P module. 4. Remove the bolts from the inflatable restraint I/P module and discard the bolts. 5. Remove the inflatable restraint I/P module. INSTALLATION PROCEDURE Page 5655 Parts Information Parts required to complete this recall are to be obtained from General Motors Service Parts Operations (GMSPO). Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall Claim with the information shown. Customer Notification General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin). Dealer Recall Responsibility -- For US The US National Traffic and Motor Vehicle Safety Act provides that each vehicle which is subject to a recall of this type must be adequately repaired within a reasonable time after the customer has tendered it for repair. A failure to repair within sixty days after tender of a vehicle is prima facie evidence of failure to repair within a reasonable time. If the condition is not adequately repaired within a reasonable time, the customer may be entitled to an identical or reasonably equivalent vehicle at no charge or to a refund of the purchase price less a reasonable allowance for depreciation. To avoid having to provide these burdensome remedies, every effort must be made to promptly schedule an appointment with each customer and to repair their vehicle as soon as possible. In the recall notification letters, customers are told how to contact the US National Highway Traffic Safety Administration if the recall is not completed within a reasonable time. Dealer Recall Responsibility -- All Page 6041 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 652 Body Control Module - C1 Part 3 Page 2214 Rocker Arm Assembly: Service and Repair Valve Rocker Arm and Push Rod Replacement Removal Procedure 1. Remove the valve rocker arm covers. Important: Keep the components separated in order to install the components in the same location. 2. Remove the rocker arm bolts. 3. Remove the rocker arms. 4. Remove the pushrods. Installation Procedure 1. Install the pushrods in the original location. ^ Coat the ends of the pushrods with GM P/N 1052356 or the equivalent. ^ The intake pushrods are identified with yellow stripes and are 5 3/4 inches long. ^ Exhaust pushrods are identified with green stripes and are 6 inches long. ^ Ensure that the pushrods seat in the lifter. 2. Install the rocker arms. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the rocker arm bolts. ^ Tighten the rocker arm bolts to 32 Nm (24 ft. lbs.). 4. Install the valve rocker covers. Page 1258 Impact Sensor: Service and Repair Side INFLATABLE RESTRAINT SIDE IMPACT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disable the roof rail SIR system. Refer to SIR Disabling and Enabling Zone 8. 2. Remove the door trim panel. 3. Remove the fasteners securing the sensor to the vehicle and remove the sensor from the vehicle. 4. Disconnect the electrical connector. INSTALLATION PROCEDURE 1. Connect the electrical connector. NOTE: Refer to Fastener Notice in Service Precautions. 2. Position the sensor to the vehicle and install the sensor fasteners. Tighten Tighten the fasteners to 9 N.m (80 lb in). 3. Install the door trim panel. 4. Enable the roof rail SIR system. Refer to SIR Disabling and Enabling Zone 8. Page 3316 Steps 16 - 18 Page 2866 Steps 14-17 Capacity Specifications Power Steering Fluid: Capacity Specifications Power Steering Fluid ........................................................................................................................... .................................................... 1.1 pints (1.0 liters) NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the recommended level and recheck fluid level. Page 1987 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. Page 1168 Steps 7 - 10 Page 3703 Heated Oxygen Sensor (HO2S) Bank 2 Sensor 1 Page 8169 Involved are certain vehicles within the VIN breakpoints shown above. PARTS INFORMATION -- Saab US Only Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Page 3007 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 1 Sensor 2 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 1 SENSOR 2 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE IMPORTANT: The heated oxygen sensor (HO2S) 2 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust pipe. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the heated oxygen sensor (HO2S) 2 electrical connector. 3. Use the J 39194-B to remove the HO2S 2. INSTALLATION PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: A special anti-seize compound is used on the HO2S 2 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. Coat the threads of the HO2S 2 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 2. Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). Page 719 Engine Control Module: Testing and Inspection POWERTRAIN RELAY DIAGNOSIS CIRCUIT DESCRIPTION The powertrain relay is a normally open relay. The relay armature is held in the open position by spring tension. Battery positive voltage is supplied directly to the relay coil and the armature contact at all times. The powertrain control module (PCM) supplies the ground path to the relay coil control circuit, via an internal integrated circuit, called an output driver module. When the PCM commands the relay ON, the relay coil creates an electromagnetic field. This electromagnetic field overcomes the spring tension and pulls the armature contact into the stationary contact of the relay load circuit. The closing of the relay contacts allows the current to flow from the battery to the following fuses and relays: - ETC fuse - Emission fuse - A/C relay - Air pump relay, if equipped When the ignition switch is turned to the OFF position, power is interrupted to the output driver module in the PCM, and the relay electromagnetic field collapses. This action allows the spring tension pulling on the armature to separate from the relay load circuit contact, which interrupts current flow to the fuses and relays. If the powertrain relay fails to close, the engine will crank, but will not run. The class 2 communications will be available with the use of a scan tool. The powertrain relay system diagnosis table assumes that the vehicle battery is fully charged. TEST Steps 1 - 3 Page 3379 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 2950 Fuel Level Sensor: Service and Repair Fuel Level Sensor Replacement (Malibu Sedan) FUEL LEVEL SENSOR REPLACEMENT (MALIBU SEDAN) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. A/T - Torque Converter Replacement Information Torque Converter: Technical Service Bulletins A/T - Torque Converter Replacement Information INFORMATION Bulletin No.: 01-07-30-010C Date: May 12, 2008 Subject: Automatic Transmission/Transaxle Torque Converter Replacement Models: 2009 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saturn Cars and Light Duty Trucks (Except VTi Equipped Vehicles (RPO M16 and M75) 2009 and Prior Saab 9-7X with ALL Automatic Transmissions and Transaxles Supercede: This bulletin is being revised to add the 2007-2009 model years. Please discard Corporate Bulletin Number 01-07-30-010B (Section 07 - Transmission/Transaxle). The purpose of this bulletin is to help technicians determine when a torque converter should be replaced. Below is a list of general guidelines to follow. The converter should NOT be replaced if the following apply: ^ DTC P0742 - TCC stuck on is set. This code is almost always the result of a controls condition (i.e. stuck TCC solenoid/valve). Experience has shown that this code rarely indicates a mechanical concern within the torque converter. ^ The fluid has an odor or is discolored but no evidence of metal contamination. ^ Fine metal particles (traces of metal flakes/gray color to fluid ) are found in the converter. This is not harmful to the torque converter. ^ The vehicle has been exposed to high mileage. ^ A small amount of wear appears on the hub where the oil pump drive gear mates to the converter (RWD only). A certain amount of such wear is normal for both the hub and oil pump gear. Neither the converter nor the front pump assembly should be replaced. The torque converter should be replaced under any of the following conditions: ^ The vehicle has TCC shudder and/or no TCC apply. First complete all electrical and hydraulic diagnosis and check for proper engine operation. The converter clutch may be damaged. Also the converter bushing and/or internal 0-ring may be damaged. ^ Evidence of damage to the oil pump assembly pump shaft turbine shaft drive sprocket support and bearing or metal chips/debris in the converter. ^ Metal chips/debris are found in the converter or when flushing the cooler and the cooler lines. ^ External leaks in the hub weld area lug weld or closure weld. ^ Converter pilot is broken damaged or fits poorly into the crankshaft. ^ The converter hub is scored or damaged. ^ The transmission oil is contaminated with engine coolant engine oil or water. ^ If excessive end play is found after measuring the converter for proper end play (refer to Service Manual). ^ If metal chips/debris are found in the fluid filter or on the magnet and no internal parts in the unit are worn or damaged. This indicates that the material came from the converter. ^ The converter has an unbalanced condition that results in a vibration that cannot be corrected by following Converter Vibration Procedures. ^ Blue converter or dark circular ring between lugs. This condition will also require a complete cleaning of the cooler and a check for adequate flow Service and Repair Keyless Entry Transmitter Battery: Service and Repair TRANSMITTER BATTERY REPLACEMENT The normal battery life is approximately 2 years. Replace the batteries when the range of the transmitter begins to decrease to less than approximately 7 m (23 ft). Use one 3-volt CR2032 battery or the equivalent. Removal Procedure 1. Insert a small bladed tool, or a small coin, at the slot provided near the key ring hole (5), between the two halves (6, 4) of the transmitter case. 2. Twist the small bladed tool, or small coin, between the two halves in order to separate the case. 3. Remove the battery (2) from the transmitter. Installation Procedure 1. Install the battery (2) with the positive side down into the transmitter. 2. Ensure that the seal (7) is in position. Align the two halves of the case (6, 4), and snap the two halves together. 3. Verify the operation of the transmitter. 4. A malfunctioning transmitter may need resynchronization. Refer to Transmitter Synchronization. See: Service and Repair/Transmitter Synchronization Locations Page 3669 Lower Left Front Of Engine Page 1999 Tires: Service and Repair Tire Rotation Tire Rotation Rotate the tire and wheel assemblies at frequent intervals to equalize wear. In addition to scheduled rotation, rotate the tire and wheel assembly whenever uneven tire wear is noticed. Radial tires tend to wear faster in the shoulder area, particularly in front positions. Radial tires in non-drive locations may develop an irregular wear pattern that may increase tire noise. This makes regular rotation especially necessary. Always use a 4-wheel rotation. After rotation, check the wheel nuts for specified torque. Then set the tire pressure. Page 7131 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Page 3213 Body Control Module - C1 Part 4 Service and Repair Global Positioning System Module: Service and Repair COMMUNICATION INTERFACE MODULE REPLACEMENT REMOVAL PROCEDURE IMPORTANT: The communication interface module has a specific set of unique numbers that tie the module to each vehicle. These numbers, the 10-digit station identification and the 11-digit electronic serial number, are used by the National Cellular Network and OnStar to identify the specific vehicle. Because these numbers are tied to the vehicle identification number of the vehicle, you must never exchange these parts with those of another vehicle. 1. Remove the right closeout panel. 2. Disconnect the communication interface module wire harness and antenna connectors. 3. Remove the communication interface module bolts. 4. Remove the communication interface module. INSTALLATION PROCEDURE Page 2797 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Diagram Information and Instructions Brake Switch - TCC: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 4742 3. Remove the snap ring from the stub axle shaft. Discard the snap ring. Do not reuse. 4. Remove the stub shaft from the transmission. Use the J 6125-1B and the J 38868. 5. Pull lightly on the shaft. Rotate the shaft until the stub shaft snap ring at the differential seats in the taper on the differential side gear. 6. Remove inner snap ring. 7. Remove the right hand axle seal from the transmission. Use the J 23129 and the J 6725-1B. Installation Procedure Important: The stub axle shaft sleeve and seal must be replaced together. DO NOT replace the sleeve or seal separately. 1. Install the new seal. Use the J 41102. Lubricate the seal lip with a light wipe of transmission oil. Important: Carefully guide the axle shaft past the lip seal. Do not allow the shaft splines to contact any portion of the seal lip surface, otherwise damage to the seal will occur. 2. Install the two new snap rings on the stub shaft. Page 4090 Lower Left Front Of Engine Locations Discharge Air Temperature Sensor / Switch: Locations Left Side of HVAC Case Suspension - Revised/New Rear Suspension Tightening Spec Lateral Stabilizer Rod: Technical Service Bulletins Suspension - Revised/New Rear Suspension Tightening Spec Bulletin No.: 05-03-09-006 Date: May 19, 2005 SERVICE MANUAL UPDATE Subject: Revised and New Rear Suspension Tightening Specifications Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 This bulletin is being issued to revise and add tightening specifications in the Rear Suspension sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. These tightening specifications have been revised: Support Assembly to Body Bolts - Final Pass +60 degrees Toe Link to Steering Knuckle Bolt - First Pass 110 N.m (81 lb ft)/Final Pass - +70 degrees The following specification has been added: Toe Link to Support Bolt - 110 N.m (81 lb-ft) Disclaimer Page 5752 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 4664 5. Use the J 41227 to remove the sleeve from the output axle. Installation Procedure Important: The output axle shaft sleeve and seal must be replaced together. DO NOT replace the sleeve or seal separately. 1. Use the J 41228 to install a new sleeve on the output axle shaft. Ensure that the collet is located in the snap ring groove when installing. 2. Install the new output axle seal. Page 4595 Fluid - A/T: Fluid Type Specifications Transmission Fluid Type Type ..................................................................................................................................................... ...................................... DEXRON III or Equivalent Page 3307 Last Test Fail: Indicates that this DTC failed the last time the test ran. MIL Request: Indicates that this DTC is currently requesting the malfunction indicator lamp (MIL). This selection will report type B DTCs only when they have requested the MIL (failed twice). Test Fail SCC (Test Failed Since Code Clear): Indicates that this DTC that has reported a failure since the last time DTCs were cleared. History: Indicates that the DTC is stored in the powertrain control module (PCM) History memory. Type B DTCs will not appear in History until they have requested the MIL (failed twice). History will be displayed for all type A DTCs and type B DTCs (which have requested the MIL) that have failed within the last 40 warm-up cycles. Type C DTCs that have failed within the last 40 warm-up cycles will also appear in History Not Run SCC (Not Run Since Code Clear): DTCs will be listed in this category if the diagnostic has not run since DTCs were last cleared. This status is not included with the DTC display since the DTC can not be set if the diagnostic has not run. This information is displayed when DTC Info is requested using the scan tool. Wheels - Plastic Wheel Nut Covers Loose/Missing Wheel Fastener: All Technical Service Bulletins Wheels - Plastic Wheel Nut Covers Loose/Missing Bulletin No.: 01-03-10-009A Date: July 27, 2004 TECHNICAL Subject: Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers) Models: 2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO) with Plastic Wheel Nut Covers Supercede: This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009. Condition Some customers may comment that the plastic wheel nut covers are missing and/or loose. Correction Important: ^ DO NOT USE a silicone-based adhesive. ^ Do not apply the *permatex(R) around the threads in a circular pattern. ^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width. Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all the plastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench. *We believe this source and their products to be reliable. There may be additional manufacturers of such material. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such items which may be available from other sources. Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier) ^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed ^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded ^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed ^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded ^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed Warranty Information For vehicles repaired under warranty, use the table. Page 2494 Disclaimer Page 1219 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The CMP sensor signal is a digital ON/OFF pulse output once per revolution of the camshaft. The CMP sensor does not directly affect the operation of the ignition system. The CMP sensor information is used by the PCM to determine the position of the valve train relative to the crankshaft position. By monitoring the CMP and CKP signals, the PCM can accurately time the operation of the fuel injectors. The PCM supplies the sensor with a 12-volt reference circuit, a low reference circuit, and a signal circuit. Page 6412 C300 Body Harness To Drivers Seat Harness Part 2 A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Fuel Level Sensor Replacement (Malibu MAXX) Fuel Level Sensor: Service and Repair Fuel Level Sensor Replacement (Malibu MAXX) FUEL LEVEL SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE 1. Remove the fuel pump module assembly. 2. Release the fuel level sensor wiring harness from the molded-in tab on the pump module bowl. 3. Disconnect the fuel level sensor electrical connector from the pump module cover. 4. Depress the retaining tab on the sensor and begin to slide the level sensor away from the pump module. 5. Carefully slide the level sensor the rest of the way off of the pump module. INSTALLATION PROCEDURE 1. Carefully slide the fuel level sensor into the slots on the fuel pump module bowl. 2. Secure the retaining tab on the sensor into the slot on the pump module bowl. 3. Connect the fuel level sensor electrical connector to the pump module cover. 4. Install the fuel level sensor wiring harness to the molded-in tab on the pump module bowl. 5. Install the fuel pump module assembly. Page 5401 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 3193 Body Control Module (BCM) C1 Part 4 Page 7014 8. Remove the lower control arms. 9. Remove the intermediate steering shaft to steering gear pinch bolt. 10. Disconnect the intermediate steering shaft from the steering gear. Note the alignment of the steering shaft to steering gear for installation. Page 4153 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the Pressure Control Solenoid (PCS) retainer clip (304), the PCS with two O-rings and screen (312, 309, 310), the torque signal regulator valve (309), and the torque signal regulator spring (308). Installation Procedure 1. Install the torque signal regulator spring (308), the torque signal regulator valve (309), the Pressure Control Solenoid (PCS) with two O-rings and screen (312, 309, 310) and the PCS retainer clip (304) 2. Install the transmission side cover. Page 8163 Locations Rear Roof Rail - Sedan Page 1707 8. Connect the inlet hose at the thermostat housing. 9. Using the J 38185, reposition and install the inlet hose clamp at the thermostat housing. 10. Install the spark plug wires at the left bank. 11. Install the air cleaner assembly. 12. Fill the cooling system. 13. Inspect for leaks. Page 4613 1. Install a new retaining ring into the quick connect fitting using the following procedure: 2. Hook one of the open ends of the retaining ring in one of the slots in the quick connect fitting. 3. Rotate the retaining ring around the fitting until the retaining ring is positioned with all three ears through the three slots on the fitting. 4. Do not install the new retaining ring onto the fitting by pushing the retaining ring. Steering - Tilt Wheel Release Lever Inoperative/Broken Tilt Wheel Handle: Customer Interest Steering - Tilt Wheel Release Lever Inoperative/Broken TECHNICAL Bulletin No.: 09-02-35-006 Date: August 11, 2009 Subject: Steering Column Tilt Wheel Release Lever Inoperative/Broken (Replace Tilt Wheel Release Lever Kit and/or Release Lever Retainer (Tilt Teeth)) Models: 2004-2008 Chevrolet Malibu Classic 2004-2007 Chevrolet Malibu Maxx 2008-2009 Chevrolet Malibu 2005-2009 Pontiac G6 2007-2009 Saturn AURA Condition Some customers may comment that the steering column tilt wheel release lever is inoperative or broken. Cause This condition may be caused by the internal tilt lever mechanisms, or the tilt teeth retainers on the steering column, becoming worn or damaged. This condition may lead to a higher than intended level of force being applied to the tilt wheel release lever and resulting in damage. Correction Important Shown in two positions above, the steering column tilt teeth retainer (1) has now been released as a separate service part. If found damaged or broken during a tilt wheel release lever kit replacement, it can be serviced separately and no longer requires a steering column replacement. If you encounter a vehicle with an inoperative tilt wheel release lever mechanism and/or broken tilt wheel release lever, complete the following: - Inspect the steering column tilt wheel release mechanism components along with the tilt teeth retainers (left side shown above) for any broken Page 531 HVAC Control Module - Part 1 Recall - Driver's Seat Belt Anchorage Defect Technical Service Bulletin # 04027 Date: 040526 Recall - Driver's Seat Belt Anchorage Defect Product Safety - Drivers Safety Belt Anchorage # 04027 - (05/26/2004) 04027 -- Driver's Safety Belt Anchorage 2004 Chevrolet Malibu and Malibu Maxx Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 2004 model year Chevrolet Malibu and Malibu Maxx vehicles. A Malibu was tested recently in a government 38.8 mph (62.4 km/h) side impact test. Analysis of the results indicated that during a side impact the outboard anchorage of the driver's safety belt could disconnect because of contact between the seat trim and the anchorage connector when the seat is adjusted to its lowest position. If this were to occur, the drier will no longer be properly restrained, increasing the risk of injury. Correction To prevent the possibility of this occurring, dealers are to install a retainer in the front safety belt connectors. Vehicles Involved Involved are certain 2004 Chevrolet Malibu and Malibu Maxx vehicles built within the VIN breakpoints shown. Important Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs. [Not all vehicles within the above breakpoints may be involved.] For US For dealers with involved vehicles, a Campaign Initiation Detail. Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. Dealers that have no involved vehicles currently assigned will not have a report available in GM DealerWorld. For Canada Computer listings containing the complete Vehicle Identification Number, customer name and address data of involved vehicles have been prepared, and are being furnished to involved dealers. The customer name and address data will enable dealers to follow up with customers involved in this recall. Any dealer not receiving a computer listing with the recall bulletin has no involved vehicles currently assigned. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Important Due to the availability of the retainers that are required for this recall, retainers will be pre-shipped to dealers in phases, as they become available, beginning the week of May 3, 2004. DO NOT ORDER PARTS FROM GMSPO AT THIS TIME ALL ORDERS WILL BE CANCELED UNTIL SUFFICIENT PARTS ARE AVAILABLE. When sufficient parts are available, dealers will be notified and will be able to place orders. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period Page 3398 Step 13-15 Page 1513 Use the following procedure to check the D dimension: 1. With the vehicle on a flat level surface, lift upward on the rear bumper 38 mm (1.59 in). 2. Gently remove your hands and allow the vehicle to settle. 3. Repeat the jouncing operation 2 more times. 4. Measure the vertical distance from the bottom surface of the floor pan to the top surface of the control arm flange. 5. Repeat this task for the other side of the vehicle. 6. Using your hands, jounce the front of the vehicle downward approximately 38 mm (1.59 in). 7. Gently remove your hands and allow the vehicle to settle 8. Repeat the jouncing operation 2 more times. 9. Measure the D height dimension. 10. The true D height dimension number is the average of the high and the low measurements. 11. If these measurements are out of specifications, inspect for the following conditions: ^ Worn or damaged suspension components ^ Collision damage Page 6435 C206 I/P Harness To Body Harness Part 1 Page 1829 10. Remove the garnish molding from the upper lock pillar. 11. Remove the CPA from the roof rail module-left connector. 12. Disconnect the roof rail module-left connector from the vehicle harness connector. 13. Remove the LH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Left connector (4). 15. Remove the SIS-Left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Left go to step 3. To enable the roof rail module-left go to step 7, and to enable the seat belt pretensioner-LF go to step 9. Page 5696 1. Install the park brake warning lamp switch (2) to the park brake pedal assembly (1). Notice: Refer to Fastener Notice in Service Precautions. 2. Install the park brake warning lamp switch screw (3). ^ Tighten the screw to 2 Nm (18 inch lbs.). 3. Connect the electrical connector to the park brake warning lamp switch. 4. Install the closeout panel. 5. Check the operation of the park brake warning lamp switch. Page 3832 Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms of the New Vehicle Warranty. A complete list of GM's FlexFuel vehicles can be found in this Service Bulletin, or at www.livegreengoyellow.com. E85 Compatible Vehicles The only E85 compatible vehicles produced by General Motors are shown. Only vehicles that are listed in the E85 Compatible Vehicles section of this bulletin and/or www.livegreengoyellow.com are E85 compatible. All other gasoline and diesel engines are NOT E85 compatible. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms of the New Vehicle Warranty. Disclaimer Page 6843 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Locations Pedal Positioning Sensor: Locations Under IP Left Of Brake Pedal OnStar(R) - Generation 6 Service Procedures Technical Service Bulletin # 09-08-46-001 Date: 090409 OnStar(R) - Generation 6 Service Procedures INFORMATION Bulletin No.: 09-08-46-001 Date: April 09, 2009 Subject: Servicing Vehicles Upgraded to OnStar(R) Generation 6 Digital‐Capable System (Follow Information Below) Models Attention: This bulletin is being issued to provide dealer personnel with information and the procedures to diagnose an upgraded OnStar(R) Generation 6 Digital-Capable system. Program Overview Since it was launched in 1996, OnStar® has relied on an analog wireless network to provide communication to and from OnStar-equipped vehicles. As part of an industry wide change in the North American wireless telecommunications industry, wireless carriers are transitioning to digital technology and will no longer support the analog wireless network beginning early 2008. Effective January 1, 2008, OnStar(R) service in the United States and Canada will be available only through vehicles that are capable of operating on the digital network. Refer to Corporate Bulletin Number 05-08-46-006H for information about upgrading certain vehicles to digital service. Details were covered in both the November 2006 and December 2007 issues of TechLink, which are available in the Archives of the TechLink website. Vehicles eligible for an OnStar(R) hardware upgrade are listed in this bulletin. Vehicle upgradeability can also be determined by typing the VIN into the field entitled "Determine VIN Hardware Functionality" on the OnStar(R) Online Enrollment website, located in the sales or service workbench tab of GM GlobalConnect. Canadian Dealers can use a similar tool that is available within the OnStar(R) Canada Online Enrollment site that can be accessed from the OnStar(R) Brand Resources in GlobalConnect. Access to the sales and/or service workbench in the GM GlobalConnect website can be granted by the dealership's Partner Security Coordinator (PSC). Page 7768 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 2 Page 778 Brake Pedal Position Sensor Page 6086 C108 Engine Harness To Body Harness Page 8182 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness once more and secure with cable ties (H). 6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the ordinary securing points and by the speaker (I). 6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel housing, next to REC. The cable is secured in the existing clips. 6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement. 6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.24. Fold up the rear seat backrest. 6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.26. Fit the A-pillar's lower side piece. 7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring: Page 1049 Page 4829 10. Reinstall the I/P side panel. Parts Information Parts are currently available through GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 7444 HVAC CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) center trim panel. 2. Remove the HVAC control module screws. 3. Remove the HVAC control module. 4. Remove the HVAC control module wire harness connectors. INSTALLATION PROCEDURE IMPORTANT: The key should be in the OFF position when connecting the electrical connectors to ensure proper calibration. 1. Install the HVAC control module wire harness connectors. 2. Install the HVAC control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the HVAC control module screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the I/P center trim panel. IMPORTANT: Do not adjust any controls on the HVAC control module while the HVAC control module is calibrating. If interrupted improper HVAC performance will result. Page 2210 Fuel Pressure Release: Service and Repair Fuel Pressure Relief Procedure FUEL PRESSURE RELIEF PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Loosen the fuel filler cap in order to relieve the tank pressure. Do not tighten at this time. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Disconnect the fuel pump electrical connector. 4. Lower the vehicle. 5. Start and run the engine until the fuel supply remaining in the fuel pipes is consumed. Engage the starter for 3.0 seconds in order to assure relief of any remaining pressure. 6. Raise the vehicle. 7. Connect the fuel pump electrical connector. 8. Lower the vehicle. 9. Disconnect the negative battery cable in order to avoid possible fuel discharge if an accidental attempt is made to start the engine. Page 6384 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 3449 Heated Oxygen Sensor (HO2S) Bank 2 Sensor 1 Page 709 Powertrain Control Module (PCM) C3 Part 3 Description and Operation Fuel Pump Pickup Filter: Description and Operation FUEL STRAINER The fuel strainer attaches to the lower end of the fuel sender. The fuel strainer is made of woven plastic. The functions of the fuel strainer are to filter contaminants and to wick fuel. The fuel strainer is self-cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Page 5242 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 8282 12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and remove the tape (B) holding the optic cables. 12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a screwdriver. Remove the secondary catch (E) on the connector and remove the optic cables coming from the OnStar(R) control modules. 12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the secondary catch (E). Connect the connector so that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the locking strip (C). Page 3417 Knock Sensor (KS)2 Locations On The Front Impact Bar Page 5485 13. Use a Dial Indicator to measure the rotor to verify the LRO is within specification. 14. If using, BENCH LATHE - DO NOT remove conical washers and lug nuts at this time. ON-CAR LATHE - You must remove adapter and install conical washers and lug nuts to retain rotor position. Important For Hubless rotor design, while removing the adapter, you must hold the rotor tight to the hub and install the top conical washer and lug nut first to ensure no debris falls between the surface while removing the adapter. Then, install the remaining conical washers and lug nuts. Otherwise, LRO will be comprised. 15. Perform Steps 1 through 7 on the opposite side of the vehicle (steps 1-12, if performing LRO). 16. Reinstall the rotors on both sides of the vehicle and perform the following steps: 1. Reinstall the calipers and pads. 2. Pump the brakes to pressurize the calipers. 3. Remove the lug nuts/conical washers. 4. Install and properly torque the wheels. Important It is critical to follow the star pattern wheel torque procedure and use the proper tools (torque stick or torque wrench) as referenced in SI. 17. Road test the vehicle to verify the repairs. Brake Lathe Calibration Procedure BRAKE LATHE CALIBRATION PROCEDURE Calibration of the brake lathe should be performed and recorded monthly or whenever post-service brake rotor LRO measurements are consistently reading above specification. BENCH-TYPE LATHE Use the following procedure to calibrate a Bench-type brake lathe: 1. After refinishing a rotor, loosen the arbor nut and while holding the inside bell clamp to keep it from rotating, rotate the rotor 180 degrees. 2. Retighten the arbor nut and set the dial indicator on the rotor using the same instructions as checking the run out on the vehicle. 3. Rotate the arbor and read the runout. 4. Divide the reading by two and this will give you the amount of runout the lathe is cutting into the rotor. Important If there is any runout, you will need to machine the inside bell clamp in place on the lathe (this procedure is for a Bench type lathe ONLY, DO NOT machine inside the bell clamp on an On-Car type lathe). Machining the Inside Bell Clamp (Bench Type Lathe Only) Any nicks or burrs on the shoulder of the arbor must be removed. An 80-grit stone can be used to accomplish this. Spray WD-40(R) on the shoulder and with the lathe running, hold the stone flat against the shoulder surface using slight pressure. When the burrs are gone, clean the surface. Burrs must also be removed from the hub of the inside bell clamp. This can be accomplished with the stone and WD-40(R). Keep the stone flat on the hub while removing the burrs. After removing the burrs, clean the hub. Place the bell clamp on the arbor of the lathe and use the small radius adapters first and then spacers to allow you to tighten the arbor nut to secure the bell clamp to the lathe. Position the tool bit in the left hand of the rotor truer so you can machine the face of the bell clamp. Machine the face of the bell clamp taking just enough off of it to cut the full face of the clamp the full 360 degrees. Before you loosen the arbor nut, match mark the hub of the bell clamp to the arbor and line up these marks before machining a rotor. A magic marker can be used to make the match marks. Machine a rotor and recheck the calibration. Repeat this procedure on all Inside Bell Clamps used. Air Temperature Sensor Replacement - Upper Discharge Air Temperature Sensor / Switch: Service and Repair Air Temperature Sensor Replacement - Upper AIR TEMPERATURE SENSOR REPLACEMENT - UPPER REMOVAL PROCEDURE 1. Remove the left closeout panel. 2. Remove the knee bolster. 3. Twist and pull the upper air temperature sensor from the upper right air outlet duct. 4. Remove the upper air temperature sensor wire harness connector. INSTALLATION PROCEDURE 1. Install the upper air temperature sensor wire harness. 2. Install the upper air temperature sensor. 3. Install the knee bolster. 4. Install the left closeout panel. Page 8427 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Front passenger door module (FPDM) ^ Left rear door module (LRDM) ^ Memory seat module (MSM) ^ Radio antenna module (listed as remote function actuation in scan tool display) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ TV antenna module ^ Vehicle communication interface module (VCIM) The star has 4 splice packs: ^ SP200 located in the left side of the instrument panel, near the steering column , taped to the instrument panel harness ^ SP201 located in the center of the instrument panel, near the radio ^ SP300 located in the left side middle of the passenger compartment, taped to the body harness, near the carpet seam ^ SP303 located in the right rear of the passenger compartment, taped to the body harness, approximately 24 cm (9.5 in) from the fuse block - right rear. Refer to Data Communication Schematics in SI. The following modules, components, and splice packs are connected to the ring portion of the class 2 serial data circuit: ^ Dash integration module (DIM) ^ Electronic brake control module (EBCM) ^ Engine control module (ECM) ^ Inflatable restraint sensing and diagnostic module (SDM) ^ Instrument panel cluster (IPC) ^ HVAC control module ^ Radio ^ Rear integration module (RIM) ^ Vehicle communication interface module (VCIM) OR ^ Communication interface module (CIM) ^ SP200 ^ SP201 ^ SP300 Page 343 Page 8419 Page 1391 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 2009 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 7438 HVAC Control Module - Part 1 Page 5771 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Locations Oil Pressure Sender: Locations Lower Left Front Of Engine Locations Top Right Side Of Engine Page 5119 Page 3887 Fuel Injector 4 Rear (Sedan) Seat Belt Retractor: Service and Repair Rear (Sedan) SEAT BELT RETRACTOR REPLACEMENT - REAR (SEDAN) REMOVAL PROCEDURE 1. Remove the rear seat cushion. 2. Remove the rear window trim panel. 3. Remove the rear seat belt anchor. 4. Remove the retractor fastener. 5. Remove the retractor from the vehicle. INSTALLATION PROCEDURE 1. Install the seat belt retractor to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the fastener to the seat belt retractor. Tighten Tighten the fastener to 35 N.m (25 lb ft). 3. Install the seat belt anchor. Tighten Tighten the fastener to 35 N.m (25 lb ft). Page 7017 * Rear transmission mount bracket Installation Procedure 1. When replacing the frame, install the following components. * Steering gear-Refer to Power Steering Gear Replacement in Power Steering System. * Stabilizer shaft-Refer to Stabilizer Shaft Replacement in Front Suspension. * Rear transmission mount bracket 2. Raise the cradle to the vehicle. Page 7530 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5742 Page 7741 10. If you have a roof rail module, refer to the following instructions: - Place the SIR deployment fixture (3) in the center of the cleared area. - Fill the deployment fixture with water or sand. - Using the proper nuts (2) and mount the roof rail module (1) to the deployment fixture (3), with the vinyl face up. - Adjust and secure the fixture arms (4) to the deployment fixture (3). - Securely tighten all fasteners that hold the side impact module (1) to the deployment fixture (3) prior to deployment. 11. Inspect J 38826 and the appropriate pigtail adapter for damage. Replace as needed. 12. Short the two SIR deployment harness (1) leads together using one banana plug seated into the other. IMPORTANT: Refer to Tools Required list for the correct adapter. 13. Connect the appropriate pigtail adapter (2) to the SIR deployment harness (1). 14. Extend the SIR deployment harness and adapter to full length from the deployment fixture. Page 4004 Tighten Tighten the nuts and the bolts to 28 N.m (21 lb ft). 4. Install the heater pipe nut to the throttle body. Tighten Tighten the nut to 25 N.m (18 lb ft). 5. Connect the Electronic Throttle Control electrical connector. 6. Install the air cleaner intake duct. Page 6600 This bulletin is being issued to revise the Trim Height Specifications (for 2005) and the Wheel Alignment Specifications (for 2004 and 2005) in the Wheel Alignment sub-section of the Service Manual. Please replace the current information in the Service Manual with the information shown. The information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Disclaimer Steering/Suspension - Wheel Alignment Specifications Alignment: All Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Page 5637 Vacuum Brake Booster: Service and Repair W/O ABS Vacuum Brake Booster Replacement (W/O ABS) Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Removal Procedure 1. Turn the ignition to the OFF position. 2. Raise and support the vehicle. 3. Remove the left front tire and wheel assembly. 4. Remove the 2 nuts that attach the proportioning valve bracket to the left front wheelhouse. 5. Lower the vehicle. 6. Deplete the vacuum from the vacuum brake booster by removing the vacuum check valve (1) from the vacuum brake booster grommet (4). Do not disconnect the vacuum check valve (1) from the vacuum brake hose (3). Page 6202 Disclaimer Page 7634 Control Module HVAC: Service and Repair HVAC System - Manual HVAC CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) center trim panel. 2. Remove the HVAC control module screws. 3. Remove the HVAC control module. 4. Remove the HVAC control module wire harness connectors. INSTALLATION PROCEDURE IMPORTANT: The key should be in the OFF position when connecting the electrical connectors to ensure proper calibration. 1. Install the HVAC control module wire harness connectors. 2. Install the HVAC control module. NOTE: Refer to Fastener Notice in Service Precautions. 3. Tighten the HVAC control module screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the I/P center trim panel. Page 4097 Knock Sensor: Service and Repair KNOCK SENSOR (KS) REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting 2. Disconnect the knock sensor wiring harness electrical connector. 3. Remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the knock sensor. Tighten Tighten the knock sensors to 25 N.m (18 lb ft). 2. Connect the knock sensor wiring harness electrical connector. 3. Lower the vehicle. Description and Operation Fuel Level Sensor: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The PCM sends the fuel level information via the Class II circuit to the Instrument Panel (IP) cluster. This information is used for the IP fuel gauge and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 6081 C500 Body Harness To Left Front Door Harness Part 4 Page 3385 Information Bus: Electrical Diagrams Data Link Connector (DLC) Diagram 1 Locations Right Rear of Engine Compartment Page 6923 Replace the inner tie rod boot. Refer to the Rack and Pinion Boot Replacement procedure in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2377 18. Connect the fuel injector and MAP wiring harness. 19. Connect the ECT wiring harness. 20. Install the right valve rocker arm cover. 21. Install the left valve rocker arm cover. 22. Install the upper intake manifold. 23. Connect the battery ground negative cable. Page 1250 Left Side Of Core Support Page 600 Disclaimer Page 946 Discharge Air Temperature Sensor / Switch: Service and Repair Air Temperature Sensor Replacement - Lower AIR TEMPERATURE SENSOR REPLACEMENT - LOWER REMOVAL PROCEDURE 1. Remove the right console trim panel. 2. Twist and pull the lower air temperature sensor from the center floor air outlet duct. 3. Remove the lower air temperature sensor wire harness. INSTALLATION PROCEDURE 1. Install the lower air temperature sensor wire harness. 2. Install the lower air temperature sensor. 3. Install the right console trim panel. Page 4130 Lower Rear Of The Engine Page 8381 Page 8082 Antenna, Navigation: Description and Operation CELLULAR AND NAVIGATION ANTENNAS This vehicle will be equipped with either separate cellular and navigation antennas, or a combination cellular and navigation antenna, which brings the functions of both into a single part. The cellular antenna is the component that allows the OnStar(R) system to send and receive data over airwaves by means of cellular technology. This antenna is connected at the base to a coax cable that plugs directly into the VCIM. The navigation antenna is used to collect the constant signals of the orbiting satellites. Within the antenna, is housed a low noise amplifier that allows for a more broad and precise reception of this data. Current GPS location is collected by the module every time a keypress is made. The OnStar(R) Call Center also has the capability of ringing the vehicle during an OnStar(R) call, which commands the module to retrieve the latest GPS location and transmit it to the OnStar(R) Call Center. A history location of the last recorded position of the vehicle is stored in the module and marked as aged. In the event the VCP loses or is removed from power, this history location is used by the OnStar(R) Call Center as a default. Actual GPS location may take up to 10 minutes to register in the event of a loss of power. This antenna requires a clear and unobstructed path to the satellites in the sky. Window tinting on vehicles may interfere with the GPS sensor functions, depending upon the amount of darkening and/or metallic particles that are embedded in the film of the tinting material. Page 365 Page 7133 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Page 6103 C304 Body Harness To LF Pretensioner Jumper Harness Page 400 2. Click on the Analog-to-Digital Program link to start the ordering process. 3. To order a kit, you will need the information shown above. 4. After submitting the order, the "Terms and Conditions of Your OnStar(R) Service" page will display. This is your confirmation that the upgrade kit order has been created. U.S. Dealers will also receive an e-mail from Autocraft within several hours of ordering an upgrade kit (Canadian Dealers will receive an e-mail from MASS Electronics). 5. Print the "Terms and Conditions of Your OnStar(R) Service" page, and have the customer sign a copy. 6. A copy of this form should be stapled to the customer's copy of the Repair Order and one copy should be retained in the customer service folder. 7. If the kit you ordered is available, you will receive the upgrade kit within 4 business days of entering your order through the OnStar(R) Online Enrollment webpage. 8. To check on kit availability or the status of your order, U.S. Dealers can log onto the distributor's website at www.autocraft.com. Canadian dealers can call MASS Electronics at 877-410-6277. Upgrade Kit Installation 1. Skip to the next step if the vehicle to be upgraded is not shown above. Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 25 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 8477 1. Remove the ground cable from the battery's negative cable. 2. Remove the center console, see WIS - Body - Interior. 3. Loosen the gear shift housing (A). AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws. 4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and secure the cable. 4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B). Page 1846 5. Install the RH door trim panel (2). 6. Connect the roof rail module-right connector to the vehicle harness connector. 7. Install the CPA to the roof rail module-right connector. 8. Install the garnish molding to the upper lock pillar. 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. Page 708 Powertrain Control Module (PCM) C3 Part 2 Page 6348 5. Use a flat-bladed tool to disengage the 4 tabs that secure the electrical center to the battery tray. 6. Use a flat-bladed tool to remove the connector cover from the electrical center. 7. Loosen the 4 bolts across the top of the electrical center. Page 2478 Steps 11 - 13 Page 6793 Second Design - Black Painted (DO NOT Lube) Hydraulic Assist Power Steering First Design - Bare Steel Tube (Lube OK) Second Design - Black Painted (DO NOT Lube) In the unlikely event that the source of the noise is identified as a second design shaft with black painted tube, it must be replaced. Correction 1 (Only for First Design - DO NOT USE FOR 2ND DESIGN) Lubricate the intermediate shaft with steering column shaft lubrication kit, P/N 26098237. 1. From inside the vehicle, remove the instrument panel insulator panel - left side panel to gain access to the intermediate shaft. 2. Remove the intermediate shaft to steering column attachment bolt. 3. Remove the intermediate shaft from the steering column. 4. Extend the intermediate shaft all the way. Using the intermediate shaft grease kit, P/N 26098237, inject the grease into the gap between the inner shaft and the outer shaft as you are collapsing the shaft. This will draw the grease into the shaft. 5. Cycle the shaft up and down several times to distribute the grease. Important Remove original thread locker material from the bolt and apply Loctite(R) 242 (or equivalent) to the threads of the bolt and reinstall intermediate shaft bolt. 6. Install the intermediate shaft to the column. Tighten - For electronic power steering, tighten the bolt to 49 Nm (36 lb ft). - For hydraulic power steering, tighten the bolt to 62 Nm (46 lb ft). Page 7274 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Page 7853 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zones SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration below, to identify the specific zone or zones in Page 2031 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer A/T - Wind Whistle Noise in Passenger Compartment Shift Cable: All Technical Service Bulletins A/T - Wind Whistle Noise in Passenger Compartment Bulletin No.: 04-07-30-027 Date: May 27, 2004 TECHNICAL Subject: Whistle/Wind Noise In Passenger Compartment Of Vehicle Near Shifter/Floor Console Area (Replace Automatic Transmission Shift Cable) Models: 2004 Chevrolet Malibu/Malibu Maxx Built Prior To VIN Breakpoint 4F152173 Condition Some customers may comment on a noise in the passenger compartment that may sound like air being blown through a small hole. The noise may be more noticeable in the shifter/floor console area of the vehicle. Cause The cause may be normal transmission noise transmitted into the vehicle through the automatic transmission shift cable. Correction Follow the service procedure below to correct this condition: 1. Open the hood and install fender covers. 2. Remove the console. 3. Using a J 36346, disconnect the shifter cable from the control assembly pin. 4. Remove the shifter cable from the control assembly. 5. Remove the driver's side under dash close out panel. 6. Reposition the carpet on the left side of the center console mounting bracket near the accelerator pedal. 7. Remove the two bolts retaining the dash center support to the floor pan on the left side. 8. Reposition the left side of the dash center support bracket away from the bracket mounted to the floor pan to gain clearance to remove the shift cable from the vehicle. 9. Reposition the insulator on the bulk head around the shift cable. 10. Pull the shift cable seal out of the bulk head. 11. Reposition the coolant reserve/surge tank. 12. Remove the shift cable form the transmission shift lever. 13. Remove the metal retaining clip from the shift cable at the shift cable bracket. 14. Remove the shift cable from the bracket. 15. Remove the shift cable from the vehicle. 16. Install the new shift cable, P/N 10358324, through the bulk head from inside of the vehicle. 17. Seat the shift control cable seal into the bulk head. 18. Install the shift cable into the cable bracket on the transmission. Page 7625 Control Module HVAC: Diagrams HVAC System - Automatic Blower Motor Control Module Page 3584 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 2780 Disclaimer Page 1380 Page 4399 7. Remove the intermediate/4th servo assembly bolts. 8. Remove the intermediate/4th servo assembly. Disassembly Procedure 1. Remove the piston and pin assembly from the servo cover. 2. Remove the snap ring from the servo pin. 3. Remove the piston and the servo cushion springs from the servo pin. 4. Remove the servo piston seals from the servo cover. 5. Discard the servo piston seals. Do not reuse the servo piston seals. 6. Inspect all components for damage. 7. Inspect the fluid feed holes for obstructions. 8. Inspect the bolt hole threads for debris and stripping. 9. Inspect the seal grooves for damage. 10. Clean and dry each component. Assembly Procedure Steering/Suspension - Vehicle Pull/Lead Diagnosis Alignment: All Technical Service Bulletins Steering/Suspension - Vehicle Pull/Lead Diagnosis Bulletin No.: 04-03-06-001 Date: September 10, 2004 INFORMATION Subject: Vehicle Leads/Pulls Characteristics and Diagnosis Models: 2004-2005 Chevrolet Malibu and Malibu MAXX Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction Variability in the tire construction may produce lead/pull. The rear tires will not cause lead/pull. ^ Wheel alignment ^ Brake Drag ^ Unbalanced steering gear Visual/Physical Inspection ^ Inspect for aftermarket devices which could affect the operation of any of the suspension sub-systems. ^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. ^ Inspect for proper tire size and inflation pressure. ^ Inspect for abnormal tire wear. Vehicle Leads/Pulls Alignment Diagnosis and Repair Front cross-caster and front cross-camber are the only wheel alignment parameters that influence lead or pull. If the vehicle leads/pulls to the left after performing the steps listed in SI Document ID, and the front wheel alignment parameters are found to be in specification, adjust the front left and/or right camber to achieve a cross-camber of -0.50° to -0.75°. Refer to Front Camber Adjustment, SI Document. The cross-camber is the difference between the left side camber and the right side camber (cross-camber = LH camber-RH camber). Positive cross-camber may cause the vehicle to pull to the left. For example: If the vehicle pulls to the left, adjust the cross-camber more negative and vice-versa. Steering Position and Torque Sensor Calibration Important: ONLY perform the steering position sensor and torque sensor recalibration procedure after the tires, suspension and alignment specifications have been inspected and/or corrected and the vehicle still exhibits a lead or pull condition. Failure to do so may result in additional customer lead and or pull concerns. After inspecting the suspension, tires and alignment, and if the vehicle still leads or/pulls, it may be necessary to recalibrate the steering position sensor and torque sensor. Refer to Control Module Setup, SI Document ID. Page 6278 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 4442 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Instruments - Backlighting Inoperative During Daylight Body Control Module: Customer Interest Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 7808 Left Rear Of Passenger Compartment Page 8179 4.1. Unplug the SRS control module's connector (A). 4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D). 4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 4.4. Fit the connecting rail and end face. 4.5. Plug in the connector (A) and secure the cables with cable ties (B). 5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6. M03: Replace the optic cable on the right-hand side Page 374 Claim Information - GM, Saturn Canada and Saab Canada Only Claim Information - Saturn US Only Customer Reimbursement Claims - Special Attention Required Customer reimbursement claims must have entered into the "technician comments" field the CSO # (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any deductibles and taxes paid by the customer. Claim Information - Saab US Only Page 1057 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Steering - Revised Tilt Lever Replacement Tilt Wheel Handle: All Technical Service Bulletins Steering - Revised Tilt Lever Replacement Bulletin No.: 06-02-35-012 Date: May 18, 2006 SERVICE MANUAL UPDATE Subject: Revised Tilt Lever Replacement Models: 2004-2006 Chevrolet Malibu 2005-2006 Pontiac G6 This bulletin is being issued to revise the Tilt Lever Replacement procedure in the Steering Wheel and Column sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. The following information has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Tilt Lever Replacement (EPS) Removal Procedure 1. Disable the SIR system. 2. Disconnect the negative battery cable. 3. Remove the steering column knee bolster. Important: DO NOT disconnect the adjustable brake pedal cable. Page 3217 Body Control Module - C2 Part 2 Page 8295 6. See wiring diagram shown above for details. 5. Replace the OnStar(R) Vehicle Communication Interface Module (VCIM) in the vehicle with the provided Digitally-Capable VCIM. Refer to the Communication Interface Module Replacement procedure in the Cellular Communication section of SI. This kit may include a new VCIM bracket. If it does, use this new bracket on the vehicle and discard the original bracket. The kit may also include a small wiring jumper cable. If it does, plug the wiring jumper cable into the connector on the VCIM and the other end to the corresponding vehicle wiring harness connector. ^ For 2001, 2002 and 2003 Chevrolet Impala and Monte Carlo, do not reinstall the black plastic OnStar(R) module cover onto the vehicle after the VCIM and module bracket have been installed. This black plastic cover will no longer fit on the vehicle. ^ The upgrade kit for 2002 Sevilles and DeVilles, and some 2003 Sevilles and DeVilles, will contain a large bracket. To install the new VCIM into this bracket you'll need to carefully line up the notch in the VCIM with the tab in the bracket. Page 2082 Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface and brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Important: Wheel nuts, studs, and mounting surfaces must be clean and dry. 1. Remove any corrosion or foreign material from the wheel and the hub mounting surfaces. 2. Clean the threads on the wheel studs and wheel nuts. 3. Install the tire and wheel assembly. Align the locating mark of the wheel to the hub. 4. Install the wheel nuts. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in the sequence shown, in order to avoid excessive runout. 5. Using the J 39544-KIT, tighten the wheel nuts in the sequence shown. ^ Tighten the nuts in sequence to 140 Nm (100 ft. lbs.). 6. Install the wheel nut caps, if equipped. 7. Install the wheel center cap, if equipped. 8. Lower the vehicle. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 3940 9. Remove the fuel rail bolts. 10. Remove the fuel rail assembly. 11. Remove the fuel injector O-ring seal from the spray tip end of each injector. 12. Remove and discard O-rings if damaged. INSTALLATION PROCEDURE NOTE: Use care when servicing the fuel system components, especially the fuel injector electrical connectors, the fuel injector tips, and the injector O-rings. Plug the inlet and the outlet ports of the fuel rail in order to prevent contamination. - Do not use compressed air to clean the fuel rail assembly as this may damage the fuel rail components. - Do not immerse the fuel rail assembly in a solvent bath in order to prevent damage to the fuel rail assembly. 1. Replace any damaged O-ring seals that were removed. 2. Lubricate the O-ring seals with clean engine oil. 3. Install the fuel rail assembly into the intake manifold. Tilt the fuel rail assembly slightly to install the injectors. Note: Refer to Fastener Notice in Service Precautions. 4. Install the fuel rail bolts. Tighten Tighten the bolts to 10 N.m (89 lb in). Page 1526 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Surge Tank Hose/Pipe Replacement - Inlet Coolant Line/Hose: Service and Repair Surge Tank Hose/Pipe Replacement - Inlet Surge Tank Hose/Pipe Replacement -Inlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure Caution: With a pressurized cooling system, the coolant temperature in the radiator can be considerably higher than the boiling point of the solution at atmospheric pressure. Removal of the surge tank cap, while the cooling system is hot and under high pressure, causes the solution to boil instantaneously with explosive force. This will cause the solution to spew out over the engine, the fenders, and the person removing the cap. Serious bodily injury may result. 1. Reposition the surge tank inlet hose clamp at the engine using the J 38185. 2. Remove the surge tank inlet hose from the engine. 3. Reposition the surge tank inlet hose clamp at the surge tank using the J 38185. 4. Remove the surge tank inlet hose from the surge tank. 5. Remove the surge tank inlet hose clamps from the surge tank inlet hose. Installation Procedure 1. Install the surge tank inlet hose clamps to the surge tank inlet hose. 2. Install the surge tank inlet hose to the surge tank. 3. Reposition the surge tank inlet hose clamp at the surge tank using the J 38185. 4. Install the surge tank inlet hose to the engine. 5. Reposition the surge tank inlet hose clamp at the engine using the J 38185. Page 2890 Powertrain Control Module (PCM) C2 Part 2 Page 8023 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 2011 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Specifications Page 288 2. Skip to the next step if the vehicle to be upgraded is not shown above. 3. Skip to the next step if the vehicle to be upgraded is not a 2005 Cadillac STS. The 2005 Cadillac STS kit may include a new inside rearview (ISRV) mirror assembly and a new ISRV mirror wiring cover. If the kit you receive includes these parts, please remove the existing ISRV mirror and wire cover from the vehicle and install the ones provided in the kit per the instructions in SI. 4. Skip this step if the vehicle to be upgraded is not listed below. ^ 2003-2004 Saturn L-Series ^ 2003 Saturn ION ^ 2002-2003 Saturn VUE 1. Locate and remove the Right Audio output signal terminal 7 from Connector C2 at the Vehicle Communication Interface Module (VCIM). 2. Remove the terminal end and strip the wire. 3. Locate the Left Audio output signal wire from terminal 1 in Connector C2. 4. Splice the Right Audio output signal wire from terminal 7 with the Left Audio output signal wire from terminal 1. 5. See Wiring Repairs in SI for approved splicing methods. Page 6178 Some customers may comment on one of the effects and/or driver notifications shown. Not all of the effects or driver notifications listed above have been experienced. However, the different effects and driver notifications may be caused by one of the wires in the body harness being chafed or cut. Components on different lines in the list above are in different circuits. Due to the cause of the condition, and the positions of the wires in the body harness, it is unlikely that more than one circuit will be affected by the condition. Cause The condition may be caused by one of the wires in the body harness being chafed or cut on a sheet metal edge in the trunk just forward of the rear fuse block. Correction Repair the affected wire. Inspect other wires in the bundle for chafes and repair if needed. Refer to Wire Repair in the Wiring System sub-section of the Service Manual. Cover the sheet metal edges adjacent to the wires with conduit, a split piece of vacuum hose, tape or other suitable material to prevent the wiring from chaffing through again. Warranty Information Brake Rotor Replacement Brake Rotor/Disc: Service and Repair Brake Rotor Replacement Front Brake Rotor Replacement- Front ^ Tools Required J 41013 Rotor Resurfacing Kit - J 42450-A Wheel Hub Resurfacing Kit Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Install a C-clamp over the body of the brake caliper, with the C-clamp ends against the rear of the caliper body and the outboard disc brake pad. 4. Tighten the C-clamp until the caliper piston is compressed into the caliper bore enough to allow the caliper to slide past the brake rotor. 5. Remove the C-clamp. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent. whenever it is separated from its mount and the hydraulic flex Ale brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Important: Do NOT disconnect the hydraulic bake flexible hose from the caliper. 6. Remove the brake caliper and the caliper mounting bracket as an assembly from the steering knuckle and support the assembly with heavy mechanic's wire (2), or equivalent. Ensure that there is no tension on the hydraulic brake flexible hose. 7. Matchmark the position of the brake rotor to the wheel studs. Page 4429 Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 34142-B 12 V Unpowered Test Lamp NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 34142-B is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedure. 1. Attach one lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR mating terminals. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Push to Seat Connectors PUSH TO SEAT CONNECTORS TERMINAL REMOVAL Follow the steps below in order to repair push to seat connectors. Page 5950 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 2442 Lower Left Front Of Engine A/T - 4T65-E, No Reverse Hot/Slips in Reverse Valve Body: All Technical Service Bulletins A/T - 4T65-E, No Reverse Hot/Slips in Reverse Bulletin No.: 04-07-30-033 Date: August 04, 2004 TECHNICAL Subject: No Reverse Hot, Transaxle Slips In Reverse When Hot, Bump In Reverse Hot (Retighten Valve Body Bolt (379) and Replace Channel Plate Gasket) Models: 2003-2004 Cars with 4T65-E Transaxle (RPO's MN3, MN7, M15 or M76) Condition Some customers may comment that the vehicle slips in reverse when hot, no reverse when hot, or they feel a bump when shifted into reverse when hot. Cause There are multiple possible causes. Listed below are some of the possible causes: ^ Low Transaxle fluid level. ^ Reverse Servo Cover snap ring out of retaining groove. ^ Reverse Servo Piston seal rolled or cut. ^ Channel Plate flatness out of specification. ^ Channel Plate alignment holes improper depth. ^ Valve Body bolt (379) incorrectly torqued. Correction Follow the procedure below for diagnostic tips and repair procedures. 1. Inspect the reverse cover retaining ring for proper seating/retention. ^ If the ring is incorrectly seated, reset the retaining ring. ^ If the retaining ring is properly seated, continue with the next step. 2. Perform a transaxle line pressure check in reverse. This will test the reverse servo piston seal for leaks. ^ If the line pressure test is out of specification, inspect/repair the reverse servo piston seal. Refer to: - Reverse Servo Replacement w/3.4L Engine SI Document ID # 1485540 - Reverse Servo Replacement w/3.8L Engine SI Document ID # 1485543 ^ If the line pressure test is within specification, continue with the next step. 3. Remove the transaxle side cover. Refer to the appropriate SI Document. Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove tine engine oil pressure switch Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. ^ Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 614 For vehicles repairs under warranty, use the table. Disclaimer Page 1249 Left Door Page 752 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 5 Page 3069 Steps 7 - 10 Interior - Rattle/Buzz From Instrument Panel Heater Core Case: Customer Interest Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Page 5392 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 6589 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Specifications Oil Filter Adapter: Specifications Oil Filter Adapter Bolt .......................................................................................................................... .................................................... 25 Nm (18 ft. lbs.) Page 3559 Application Table Part 2 Page 7862 1. Remove the key from the ignition switch. 2. Connect the I/P module connector (1) to the vehicle harness connector (2). 3. Install the CPA to the I/P module connector (2). 4. Install the right outer trim cover to the I/P (3). 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. SIR Disabling and Enabling Zone 6 SIR DISABLING AND ENABLING ZONE 6 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. Page 7503 12. Install the air temperature actuator screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 13. Install the air inlet assembly. 14. Install the air inlet assembly screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 15. Install the upper center floor air outlet duct. Page 2569 10. Press down on the surge tank to engage the mounting tabs. 11. Fill the coolant. Page 1421 Window Switch - LR OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 6062 C208 I/P Harness To Body Harness Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove tine engine oil pressure switch Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. ^ Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 381 4.1. Unplug the SRS control module's connector (A). 4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D). 4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 4.4. Fit the connecting rail and end face. 4.5. Plug in the connector (A) and secure the cables with cable ties (B). 5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6. M03: Replace the optic cable on the right-hand side Page 7350 Page 6327 Fuse Block - Underhood C2 Part 1 Instruments - Backlighting Inoperative During Daylight Interior Lighting Module: Customer Interest Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 6027 10. Install the other end of the ground strap to the coil as shown and secure using a new bolt, P/N 11588715. 11. Install the other three ignition coil bolts. Tighten Tighten the bolts to 10 Nm (89 lb in). 12. Connect the right side spark plug wires to the ignition coil. 13. Connect the left side spark plug wires to the ignition coil. 14. Connect the ignition coil electrical connector. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 5360 Brake Bleeding: Service and Repair Master Cylinder Bench Bleeding Master Cylinder Bench Bleeding Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint arid Electrical Components Notice in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. 1. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 2. Remove the master cylinder reservoir cap and diaphragm. 3. Install suitable fittings to the master cylinder ports that match the type of flare seat required and also provide for hose attachment 4. Install transparent hoses to the fittings installed to the master cylinder ports, then route the hoses into the master cylinder reservoir. 5. Fill the master cylinder reservoir to at least the half-way point with Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 6. Ensure that the ends of the transparent hoses running into the master cylinder reservoir are fully submerged in the brake fluid. 7. Using a smooth, round-ended tool, depress and release the primary piston as far as it will travel, a depth of about 25 mm (1 inch), several times. Observe the flow of fluid coming from the ports. As air is bled from the primary and secondary pistons, the effort required to depress the primary piston will increase and the amount of travel will decrease. 8. Continue to depress and release the primary piston until fluid flows freely from the ports with no evidence of air bubbles. 9. Remove the transparent hoses from the master cylinder reservoir. 10. Install the master cylinder reservoir cap and diaphragm. 11. Remove the fittings with the transparent hoses from the master cylinder ports. Wrap the masts cylinder with a clean shop cloth to prevent brake fluid spills. 12. Remove the master cylinder from the vise. Recall 04V190000: ABS Controller Defect/Reprogramming Electronic Brake Control Module: All Technical Service Bulletins Recall 04V190000: ABS Controller Defect/Reprogramming Make / Models : Model/Build Years: Chevrolet / Malibu 2004 MANUFACTURER: General Motors Corp. NHTSA CAMPAIGN ID Number : 04V190000 Recall Date : APR 16, 2004 COMPONENT: Service Brakes, Hydraulic: Antilock: Control Unit/Module Potential Number Of Units Affected : 65439 SUMMARY: Some of these passenger vehicles have an electronic control unit (ECU) that may calculate a higher than actual vehicle speed because of an erratic rear-wheel speed sensor signal, and cause ABS activation where it is not needed or needed ABS activation to be extended during braking as the vehicle speed drops to about 3 MPH. CONSEQUENCE: Unexpected ABS activiation could increase stopping distance up to about 11 feet dpending on the grade of the road, increasing the risk of a crash. REMEDY: Dealers will reprogram the ABS controller. Owner notification began on June 16, 2004. Owners should contact Chevrolet at 1-800-630-2438. NOTES: GM Recall NO. 04030. Customers can also contact The National Highway Traffic Safety Administrations Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236). Page 1040 Page 2979 Manifold Pressure/Vacuum Sensor: Testing and Inspection MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR DIAGNOSIS CIRCUIT DESCRIPTION The manifold absolute pressure (MAP) sensor responds to changes in intake manifold pressure which gives an indication of the engine load. The MAP sensor has a 5-volt reference circuit, a low reference circuit, and a signal circuit. The powertrain control module (PCM) supplies 5 volts to the MAP sensor on the 5-volt reference circuit and provides a ground on the low reference circuit. The MAP sensor provides a signal to the PCM on the MAP sensor signal circuit, which is relative to the pressure changes in the manifold. With low MAP, such as during idle or deceleration, the PCM should detect a low MAP sensor signal voltage. With high MAP, such as ignition ON, engine OFF or wide open throttle (WOT), the PCM should detect a high MAP sensor signal voltage. The MAP sensor is also used in order to calculate the barometric pressure (BARO) when the ignition switch is turned ON, with the engine OFF. The BARO reading may also be updated whenever the engine is operated at WOT. The PCM monitors the MAP sensor signal for voltage outside of the normal range. If the PCM detects a MAP sensor signal voltage that is excessively low, DTC P0107 sets. If the PCM detects a MAP sensor signal voltage that is excessively high DTC P0108 sets. TEST DESCRIPTION Steps 1 - 2 Page 1942 Oil Change Reminder Lamp: Description and Operation WHEN TO CHANGE ENGINE OIL Your vehicle has a computer system that lets you know when to change the engine oil and filter. This is based on engine revolutions and engine temperature and on a maximum mileage of 10,000 miles (16 000 km). Under severe conditions the indicator may come on before 10,000 miles (16 000 km). Never drive your vehicle more then 10,000 miles (16 000 km) or 12 months without an oil and filter change. Based on driving conditions, the mileage at which an oil change will be indicated can vary considerably. For the oil life system to work properly, you must reset the system every time the oil is changed. When the system has calculated that oil life has been diminished, it will indicate that an oil change is necessary. A "CHANGE ENGINE OIL" message or a "CHANGE OIL" indicator will come on. Change your oil as soon as possible within the next two times you stop for fuel. It is possible that, if you are driving under the best conditions, the oil life system may not indicate that an oil change is necessary for over a year. However, your engine oil and filter must be changed at least once a year and at this time the system must be reset. It is also important to check your oil regularly and keep it at the proper level. The engine oil life monitor will not detect dust in the oil. If the vehicle is driven in a dusty area, be sure to change the oil every 5,000 km (3,000 miles) or sooner if the "CHANGE ENGINE OIL" light is displayed. If the system is ever reset accidentally, you must change your oil at 10,000 miles (16 000 km) since your last oil change. Remember to reset the oil life system whenever the oil is changed. Page 13 Page 3702 Oxygen Sensor: Diagrams Heated Oxyged Sensor (HO2S)Bank 1 Sensor 1 Locations Manifold Pressure/Vacuum Sensor: Locations Top Rear Of Engine Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 5876 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Page 5848 Steering - Front End Clunk/Rattle/Knock On Bumps Strut Mount: All Technical Service Bulletins Steering - Front End Clunk/Rattle/Knock On Bumps TECHNICAL Bulletin No.: 06-02-32-007G Date: April 05, 2010 Subject: Clunk, Knock or Rattle Noise From Front of Vehicle While Driving or Turning Over Bumps at Low Speeds (Diagnose Noise and Perform Outlined Repair) Models: 2004-2006 Chevrolet Malibu Maxx 2004-2008 Chevrolet Malibu Classic 2008-2010 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2010 Saturn Aura Supercede: This bulletin is being revised to update the Parts Information for the bolt. Please discard Corporate Bulletin Number 06-02-32-007F (Section 02 - Steering). Condition 1 Some customers may comment on a clunk noise heard and felt in the steering wheel while driving at slow speeds and turning. The clunk noise may appear to be directly in front of the driver. Hitting a bump while turning can produce the clunk noise. Sometimes the noise may be duplicated when the vehicle is sitting still and the steering wheel is turned 90 degrees in either direction before initially centering the steering wheel. Cause 1 The clunk noise may be caused by a slip/stick condition between the inner and outer components of the intermediate shaft. Important Revised design intermediate shafts went into production in the 2009 model year and are the only design currently available through GMSPO since approximately September 2008. Since any model year vehicle could have had a second design shaft installed, it is critical to identify it before proceeding. The revised design intermediate shafts will NOT tolerate any type of lubricant per the following instructions. Adding lube to the second design shafts will cause a clunk noise in a very short period of time. Use the following pictures to identify which design of shaft you are servicing. Electric Assist Power Steering First Design - Bare Steel Tube (Lube OK) Page 6593 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Page 2648 Notice: The bolt retaining the condenser to the radiator end tank is a special length and should be the ONLY bolt used upon reinstallation. The use of a longer bolt will damage the radiator end tank. Important: Replace the condenser mounting bolts and nuts. 6. Install the condenser mounting nuts to the radiator. 7. Insert the condenser mounting tabs into the radiator clips. Notice: Refer to Fastener Notice in Service Precautions. 8. Install the condenser to the radiator bolts. ^ Tighten the bolts to 6 Nm (53 inch lbs.). 9. Bend the radiator air side seals and insert the seals into the channel of the intake air splash shields. Page 6766 Important: You MUST properly install the teeth into the upper column bracket to prevent steering column movement in the event of a collision. 1. If the tilt teeth and/or detent lever was removed, carefully reinstall in the correct orientation as shown. ^ Line up the teeth in the proper orientation. ^ Compress the tooth spring within compression bracket slot. Important: Grease the cam surface with P/N 89021688 (Canadian P/N 89021674). Subassemble spacer to bolt retainer. 2. Align with the tilt teeth and attach to the side of the tilt bracket. 3. Subassemble the cam follower to release the follower. ^ Align with the tilt teeth and attach to the side of the tilt bracket. ^ Align with the tilt teeth and attach to the side of the tilt bracket. 4. Assemble the tilt lever through components. 5. Attach the thrust washer and preassemble the new torque prevailing nut. Page 46 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 1582 Spark Plug: Application and ID SPARK PLUG TYPE GM ....................................................................................................................................................... ...................................................... P/N 12568387 AC Delco ............................................................................................................................................. ........................................................... P/N 41-101 Page 1831 9. Connect the seat belt pretensioner-LF and install the CPA. 10. Install the lower center pillar. 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. Page 6871 Steering Mounted Controls Transmitter: Service and Repair Steering Wheel Control Switch Assembly Replacement Removal Procedure 1. Remove the inflator module. Important: Release the steering wheel control wire harness from the retainers on the steering wheel shroud to provide slack in the harness. 2. Remove the steering wheel control switches using a small flat bladed tool. Pry the switch out of the steering wheel. 3. Disconnect the electrical connectors. Installation Procedure 1. Connect the electrical connectors. 2. Align the switches to the opening in the steering wheel. 3. Push the switches into the steering wheel. 4. Attach the steering wheel control wire harness to the retainers on the steering wheel shroud. 5. Install the inflator module. Page 1924 Application Table Part 2 Page 186 7.3. If equipped, connect the rear seat heater's connector and install the switch. 8. Install the floor console: 8.1. Install the floor console's retaining bolts (C) and retaining nuts (F). 8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the cover (E). 8.3. Install the ashtray/cover (D). 8.4. Install the ignition switch cover (B). 8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting. 9. Remove the OnStar(R) control modules and secure the wiring: 9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 9.2. Unplug the connectors (A) from the OnStar(R) control modules. 9.3. Remove the console (B) together with the OnStar(R) control modules. Page 3903 Fuel Injector: Testing and Inspection Fuel Injector Circuit Diagnosis FUEL INJECTOR CIRCUIT DIAGNOSIS CIRCUIT DESCRIPTION The powertrain control module (PCM) enables the appropriate fuel injector on the intake stroke for each cylinder. A voltage is supplied directly to the fuel injectors. The PCM controls each fuel injector by grounding the control circuit via a solid state device called a driver. DIAGNOSTIC AIDS - Monitoring the fuel injector circuit status with a scan tool, while moving the fuel injector harness, may help isolate an intermittent condition. - Performing the Fuel Injector Coil test may help isolate an intermittent condition. Refer to Fuel Injector Coil Test. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics - For an intermittent condition refer to Intermittent Conditions. See: Computers and Control Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic Strategies TEST DESCRIPTION Steps 1 - 5 Page 1827 2. Connect both front end sensors connector to the front end sensor (1). 3. Connect both CPA's to each front end sensor connector. 4. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center (1). 5. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 6. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. Page 1364 Right Rear Door Page 5405 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Instruments - GPS System Performance Degradation Antenna, Navigation: Customer Interest Instruments - GPS System Performance Degradation Info - Global Position Sensor (GPS) Performance Degradation # 00-08-46-003B - (Feb 9, 2005) Models: 1996-2005 Passenger Cars and Trucks 2002-2005 Saturn Vehicles with Navigation Systems and/or OnStar(R) This bulletin is being revised to include additional information. Please discard Corporate Bulletin Number 00-08-46-003A (Section 08 - Body and Accessories). Navigation and OnStar(R) systems require a GPS antenna in order to function properly. This antenna may be located inside the vehicle. If the GPS antenna is located inside the vehicle, performance of the system may be compromised by window tinting film. If the GPS system performance is in question and the vehicle has window tinting, a quick diagnostic check can be made by temporarily moving the GPS antenna to an external vehicle surface, such as the decklid or roof. If the GPS function of the navigation or On Star(R) system operates normally with the antenna relocated the repair would not be considered a warranty repair. The subsequent repair procedure or GPS placement would be up to the customer. Some vehicles have the GPS antenna located on the rear window shelf Objects placed on the rear window shelf such as tissue boxes, books, dolls, etc,, also have the potential to interfere with GPS performance. Warranty Information Repairs made to the vehicle navigation and/or OnStar(R) system, which are the result of window tinting, are not considered warranty repairs. Disclaimer Page 7244 Wheel Bearing: Service and Repair Rear Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the brake rotor. 4. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 5. Remove the stabilizer link bolt at the knuckle and position the stabilizer link out of the way in order to provide access to the wheel bearing/hub bolts. 6. Remove the 4 wheel bearing/hub assembly nuts. 7. Remove the wheel bearing/hub assembly from the knuckle. Installation Procedure 1. Install the wheel bearing/hub assembly to the knuckle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 4 wheel bearing/hub assembly nuts. ^ Tighten the nuts to 63 Nm (47 ft. lbs.). 3. Connect the stabilizer link bolt at the knuckle.. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. 5. Install the brake rotor. 6. Install the tire and wheel assembly. 7. Lower the vehicle. 8. Inspect the rear alignment. Page 5869 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 4352 1. Route the shift lock control solenoid through the opening in the front of the control assembly. 2. Attach the ball-sockets to the control assembly body and the shift-lock control lever. 3. Connect the electrical connector to the Shift Lock Control Solenoid. 4. Install the automatic transaxle control assembly. Page 4453 Automatic Transmission Shift Lock Control Diagrams Page 4758 Page 3532 Body Control Module (BCM) C4 Part 1 Page 6121 C700 Body Harness To Left Rear Door Harness Part 2 Page 1154 Back Side Of Engine Page 4731 5. Use the J 41227 in order to remove the sleeve from the output axle shaft. 6. Clean and inspect the seal bore. 7. Use fine sand paper in order to remove any burrs or nicks. Clean the entire area after any sanding. Installation Procedure 1. Use the J 41102 and a mallet in order to install the new case cover seal. 2. Use the J 41228 in order to install a new sleeve on the output axle. Install the J 41228 so that the collar is in the snap ring groove. Page 6249 Page 664 Body Control Module - C3 Part 3 Page 157 ^ I/O check Any faults detected during the initialization self-test shall generate a DTC. All nodes also continuously perform a self-test while in an active state. DTCs and their associated telltales will set as a result of unprogrammed or unlearned information. DTCs, which are defined for system configuration (e.g. Vehicle Option Content not programmed) do not support the history status bit (set =0). Warning indicator bit is also set, when applicable, while this DTC is present. Action Taken When the DTCs Sets The module suspends all message transmission. The module uses default values for all parameters received on the serial data circuits. The module inhibits the setting of all other communication DTCs. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold of 50, without a repeat of the malfunction. Circuit/System Verification Refer to Data Link References to determine which serial data system is used for a specific module. The DTCs cannot be retrieved with a current status. Diagnosis is accomplished using the following symptom procedures: Scan Tool Does Not Communicate with High Speed GMLAN Device in SI. OR Scan Tool Does Not Communicate with Low Speed GMLAN Device in SI. DTC U1300, U1301, or U1305 Circuit Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. In addition to this, Node Alive messages are transmitted by each module on the Class 2 serial data circuit about once every 2 seconds. When the module detects one of the following conditions on the Class 2 serial data circuit for approximately 3 seconds, the setting of all other Class 2 serial communication DTCs is inhibited and a DTC will set. Conditions for Running the DTCs Voltage supplied to the module is in the normal operating voltage range. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTCs No valid messages are detected on the Class 2 serial data circuit. The voltage level detected on the Class 2 serial data circuit is in one of the following conditions: Engine - Serpentine Drive Belt Wear Information Drive Belt: All Technical Service Bulletins Engine - Serpentine Drive Belt Wear Information Bulletin No.: 04-06-01-013 Date: April 29, 2004 INFORMATION Subject: Information on Serpentine Belt Wear Models: 2004 and Prior Passenger Cars and Trucks 2003-2004 and Prior HUMMER H2 All current GM vehicles designed and manufactured in North America were assembled with serpentine belts that are made with an EPDM material and should last the life of the vehicle. It is extremely rare to observe any cracks in EPDM belts and it is not expected that they will require maintenance before 10 years or 240,000 km (150,000 mi) of use. Older style belts, which were manufactured with a chloroprene compound, may exhibit cracks depending on age. However, the onset of cracking typically signals that the belt is only about halfway through its usable life. A good rule of thumb for chloroprene-based belts is that if cracks are observed 3 mm (1/8 in) apart, ALL AROUND THE BELT, the belt may be reaching the end of its serviceable life and should be considered a candidate for changing. Small cracks spaced at greater intervals should not be considered as indicative that the belt needs changing. Any belt that exhibits chunking should be replaced. Disclaimer Page 1927 Relay Box: Service and Repair UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE Left Side Of Core Support 1. Remove the battery. 2. Remove the fasteners retaining the positive battery cable leads to the underhood electrical center, then reposition the cable lead away from the electrical center. 3. Remove the electrical center cover. 4. Remove all of the fuses and the relays. Diagram Information and Instructions Auxiliary Power Outlet: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 5379 Page 8451 Page 5275 Converter (Bank 1) Catalytic Converter: Service and Repair Converter (Bank 1) Catalytic Converter Replacement (Bank 1) ^ Tools Required J 39194-B Heated Oxygen Sensor Wrench Removal Procedure Important: The front exhaust pipe and catalytic converter are only serviced as an assembly; components are not serviced separately. 1. Remove the exhaust crossover pipe. Important: The heated oxygen sensor (HO2S) 2 uses a permanently attached pigtail and connector. This pigtail should not be removed from the sensor. Damage or removal of the pigtail or connector will affect proper operation of the sensor. 2. Remove HO2S 2 using the J 39194-B. Diagrams Radiator Cooling Fan: Diagrams Cooling System Connector End Views Coolant Level Switch Cooling Fan - Left A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Case: Customer Interest A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757, P0741, P0742, P0730, P0756 # 02-07-30-013E - (May 20, 2005) Models: 2001-2005 GM Passenger Cars with 4T65-E Automatic Transmission 2001-2005 Buick Rendezvous 2005 Buick Terraza 2001-2004 Chevrolet Venture 2005 Chevrolet Uplander 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Montana 2005 Saturn Relay with 4T65-F Transmission (RPOs M15, MN3, MN7, M76) This bulletin is being revised to include additional diagnostic information and clarify model usage. Please discard Corporate Bulletin Number 02-07-30-013D (Section 07 -- Transmission/Transaxle). Condition Some owners may comment on any one or more of the following conditions: ^ The SES lamp is illuminated. ^ The transmission slips. ^ The transmission does not shift correctly, is very difficult to get the vehicle to start moving or the engine lacks the power to move the vehicle. ^ Poor engine performance. Cause The most likely cause of the various conditions may be chips or debris: ^ All years--Pressure Reg. Valve (Bore 1) or Torque Signal Valve (Bore 4) stuck ^ On 2001-2002 vehicles, a plugged orifice on the case side of the spacer plate. ^ ON 2003-2005 vehicles, restricted movement of the 2-3 shift valves in the valve body. ^ On 2003-2005 vehicles, restricted movement of the 3-4 shift valves in the valve body. Technician Diagnosis and Correction ^ The technician's road test reveals the vehicle launches in third or fourth gear (high RPM with slow vehicle acceleration). ^ On 2001-2002 vehicles, a DTC P0756 or P0757 may be stored. ^ On 2003-2005 vehicles, a DTC P0730, P0741, P0748 or P0757 may be stored. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ With a Tech 2(R) connected to the vehicle, road test the vehicle and perform the following steps: If the above symptoms are present proceed with the following steps. 1. With the valve body removed and on a workbench, carefully push the valve against spring pressure to check if the valve will snap back to the original position. Or for the valves seated in home position, use a small flat-bladed screwdriver and carefully pry the valve off its seat, quickly remove the screwdriver allowing the valve to return to its seat. If the valve does not snap back unencumbered, then the valve will need to be removed from the valve body. Page 8283 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness approx. 100 mm (4 in) from H2-9, fit the cable tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the bracket. Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and secure with cable tie. 13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 14. Fit the ground cable to the battery's negative terminal. 15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging system - Adjustment/Replacement. Important: Follow Tech 2(R) on-screen instructions. 16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and Operation - Add/Remove. 2000-2004 Saab 9-5 2000-2004 Saab 9-5 OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: Customer Interest OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 4344 Page 4486 When Servicing transmissions with the new seal design, use the following precautions: ^ The outer diameter of the pump assembly and case bore must be clean and free of burrs or raised surfaces. Be aware of sharp edges that could damage the seal during installation. ^ The seal should be clean and dry before installation. It does not require lubrication for installation. ^ The seal should be inspected prior to installation for obvious damage. ^ It is preferable to hand-start the seal positioning the seal evenly around the case bore before installing the torque converter housing. ^ The seal can be easily removed by prying it out, typical of a pressed-on seal. ^ The seal may be reused, however a thorough inspection must be performed. Inspect the seal for the following conditions: ^ Distortion of the metal carrier or separation from the rubber seal. ^ A cut, deformed, or damaged seal. ^ Refer to the appropriate unit repair information in SI for seal removal and installation procedures. Parts Interchangeability Information In order to properly service the different designs, it is necessary to correctly identify and select corresponding parts for each level. This table provides a summary of the part usage for the different design levels. Page 1314 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 7739 inflator module through normal disposal channels until the inflator module has been deployed. The following information covers the proper procedures for the disposing of a live (undeployed) inflator module. Do not deploy the inflator module in the following situations: After replacement of an inflator module under warranty. The inflator module may need to be returned undeployed to the manufacturer. - If the vehicle is the subject of a Product Liability report related to the SIR system and is subject to a Preliminary Investigation (GM-1241). Do not alter the SIR system in any manner. - If the vehicle is involved in a campaign affecting the inflator modules. Follow the instructions in the campaign service bulletin for proper SIR handling procedures. Deployment Outside Vehicle (Wheel, I/P, and Roof Rail Modules) DEPLOYMENT OUTSIDE VEHICLE (STEERING WHEEL MODULE, I/P MODULE, AND ROOF RAIL MODULE) Deploy the inflator module outside of the vehicle when the vehicle will be returned to service, for seat belt pretensioner deployment outside the vehicle refer to Pretensioner Handling and Scrapping. Situations that require deployment outside of the vehicle include the following: Using the SIR diagnostics, determine that the inflator module is malfunctioning. - The inflator module is cosmetically damaged, scratched or ripped. - The inflator module pigtail (if equipped) is damaged. - The inflator module connector is damaged. - The inflator module connector terminals are damaged. Deployment and disposal of a malfunctioning inflator module is subject to any required retention period. CAUTION: Refer to SIR Inflator Module Disposal Caution in Service Precautions. TOOLS REQUIRED J 38826 SIR Deployment Harness - J 39401-B SIR Deployment Fixture - J 38826-25 Roof rail module adapter - J 38826-75 Steering wheel module adapter (dual stage air bags) - J 38826-80 I/P module adapter (dual stage air bags) 1. Turn OFF the ignition. 2. Remove the ignition key. 3. Put on safety glasses. 4. Remove the inflator module. 5. Place the inflator module with the vinyl trim cover facing up and away from the surface on a work bench. Locations Relay Box: Locations Left Side Of Core Support The Fuse/Relay Block is located under the hood in the junction block. Page 6818 1. Install the outer tie rod ends to the steering gear. 2. Install the steering gear to the vehicle. Rotate the gear as necessary to clear the rear transmission mount. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the steering gear to frame bolts ^ Tighten the bolts to 70 Nm (52 ft. lbs.) plus an additional 90 degrees. 4. Connect the intermediate steering shaft to the steering gear as noted during removal. 5. Install the new intermediate steering shaft to steering gear pinch bolt. ^ Tighten the bolt to 49 Nm (36 ft. lbs.). 6. Connect the outer tie rod ends to the steering knuckle. 7. Install the front tires and wheels. 9. Check the vehicle for alignment. Page 4226 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 5036 14. Align the following items while latching: ^ The driveshaft inboard seal ^ The tripot housing (2) ^ The large seal retaining clamp (3) Crimp the seal retaining clamp to 176 Nm (130 ft. lbs.). Add the breaker bar (5) and the torque wrench (4). 15. Check the gap dimension (a) on the clamp ear. If gap dimension is larger than shown, continue tightening until gap dimension of 2.60 mm (0.102 inch) is reached. 16. Fully stroke the joint several times to disperse the grease. Recall - Unwanted ABS Activation/ABS Warning Lamp ON Technical Service Bulletin # 04030A Date: 041210 Recall - Unwanted ABS Activation/ABS Warning Lamp ON Product Safety - Unwanted ABS Activation # 04030A - (Dec 10, 2004) Models: 2004 Chevrolet Malibu, Malibu Maxx Equipped with Anti-Lock Brakes (ABS) THIS BULLETIN IS BEING REVISED TO ADVISE DEALERS TO ORDER PARTS, IF NECESSARY, FROM GMSPO RATHER THAN THE PQC. THIS BULLETIN CANCELS AND REPLACES BULLETIN 04030, ISSUED JUNE 2004. PLEASE DISCARD ALL COPIES OF BULLETIN 04030. Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with anti-lock brake system (ABS). The ABS controller may calculate a higher than actual vehicle speed if there is an erratic rear-wheel speed sensor signal. This can cause ABS activation where it is not needed or cause needed ABS activation to be extended during braking as the vehicle speed drops to about 5 km/h (3 mph). A four wheel ABS activation could occur for a maximum of 1.25 seconds on a level surface or for up to 2.5 seconds if the vehicle is on a grade, resulting in increased stopping distances of up to 3.4 m (11.4 ft). If this condition occurs where stopping distance is limited, a crash could occur. Some customers may experience illumination of the ABS warning lamp on the instrument panel. That can occur when the system detects the erratic speed signals and it means that the ABS is disabled. The brake system will perform normally in non-ABS mode until the vehicle is restarted and the ABS lamp is off. Correction Dealers are to reprogram the ABS controller. Vehicles Involved Involved are certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with ABS and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs. [Not all vehicles within the above breakpoints may be involved.] For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. Dealers that have no involved vehicles currently assigned will not have a report available in GM DealerWorld. For Canada For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared, and is being furnished to involved dealers. Dealers that have no involved vehicles currently assigned, will not receive a report with the recall bulletin. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Testing and Inspection Steps 1-7 Page 6221 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Component Locations Forward Of BCM Page 6275 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 921 Lower Left Front Of Engine Page 674 Body Control Module: Description and Operation BODY CONTROL MODULE (BCM) The CTD system is an internal function of the Body Control Module (BCM) which utilizes class 2 serial data and various switch input information to perform CTD functions. When the BCM detects an unauthorized entry, it activates the horns and exterior lamps. When the BCM detects an unauthorized entry, the BCM enters the alarm mode. The BCM activates the horns and exterior lamps for 2 minutes. This is followed by a three minute time-out with the horn no longer active. If no new intrusions are detected after the time-out, the horn is not active. The system must be disarmed or the intrusion condition removed after the time-out for the system to exit alarm mode. Page 2978 Manifold Absolute Pressure (MAP) Sensor Connector Views Fuse Block: Connector Views Fuse Block - Rear C1 Fuse Block - Rear C1 Part 1 Page 4111 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The CMP sensor signal is a digital ON/OFF pulse output once per revolution of the camshaft. The CMP sensor does not directly affect the operation of the ignition system. The CMP sensor information is used by the PCM to determine the position of the valve train relative to the crankshaft position. By monitoring the CMP and CKP signals, the PCM can accurately time the operation of the fuel injectors. The PCM supplies the sensor with a 12-volt reference circuit, a low reference circuit, and a signal circuit. Interior - Rattle/Buzz From Instrument Panel Heater Hose: Customer Interest Interior - Rattle/Buzz From Instrument Panel Bulletin No.: 04-01-37-002 Date: January 27, 2004 TECHNICAL Subject: Rattle or Buzz Noise from the Instrument Panel (Install Tie Strap on Heater Hoses) Models: 2004 Chevrolet Malibu Built Prior to VIN Breakpoint 4F116150 Condition Some customers may comment on a rattle or buzz noise coming from the instrument panel area. The concern may be more noticeable with the transmission in drive and engine speed between 900 and 1500 rpm. Cause The heater core pipes may be rattling against the inside of the HVAC (heating, ventilation and air conditioning) case. Correction Technicians are to install a plastic tie strap around the hoses going to the heater core using the following procedure: 1. Open the hood and install fender covers. 2. Remove the coolant reservoir from it's mounting bracket and reposition it to permit access to the heater hoses. 3. Remove the vacuum hose to the power brake booster and reposition it. 4. Install a plastic tie strap around the heater hoses at the heater core in the engine compartment and tighten it to put a slight pressure on the hoses. Make sure the tie strap is installed close to the hose clamps so that it will apply pressure to the heater core pipes inside the heater hoses. If the tie strap is installed too far away from the hose clamps, sufficient pressure will not be applied to the heater core pipes, and the repair will not be effective. Cut off the excess length of the tie strap. Refer to the arrow in the illustration above for the proper tie strap installation location. 5. Install the vacuum hose to the power brake booster. 6. Install the coolant reservoir back into it's mounting bracket. 7. Remove the fender covers and close the hood. Page 1921 Application Table Part 3 Page 7419 5. Install the radiator air side seals onto the condenser mounting tabs on the radiator. 6. Insert condenser mounting tabs into the radiator clips. NOTE: The bolt retaining the condenser to the radiator end tank is a special length and should be the ONLY bolt used upon reinstallation. The use of a longer bolt will damage the radiator end tank. IMPORTANT: Replace the condenser mounting bolts and nuts. 7. Install the condenser mounting nuts. NOTE: Refer to Fastener Notice in Service Precautions. 8. Install the condenser mounting bolts. Tighten Tighten the mounting bolts to 6 N.m (53 lb in). Bezel Replacement - Front Door Switch Power Window Switch: Service and Repair Bezel Replacement - Front Door Switch BEZEL REPLACEMENT - FRONT DOOR SWITCH REMOVAL PROCEDURE 1. Remove the front door trim panel. 2. Release the tabs and push the switch bezel out of the trim panel. 3. Disconnect the electrical connectors from the switches. 4. Remove the switches from the bezel. INSTALLATION PROCEDURE 1. Install the switches to the bezel. 2. Connect the electrical connectors to the switches. 3. Install the switch bezel to the door trim. 4. Install the front door trim panel. Page 179 Page 5717 3. Tighten the transaxle range switch bolts. Tighten the range switch bolts to 20 Nm (15 ft. lbs.). 4. Install the transaxle range switch lever and nut. Tighten the transaxle range switch lever retaining nut to 35 Nm (26 ft. lbs.). Important: After adjusting the switch, verify the engine only starts in Park or Neutral. If the engine starts in any other position, adjust the switch. 5. Install the shift control cable to transaxle range switch lever and verify proper operation. Page 2897 Powertrain Control Module (PCM) C3 Part 5 Page 1637 2. This inspection is to verify the condition of the drive belt. Damage to the belt may have occurred when it came off of the pulleys. The drive belt may have been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears. sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across 2 or 3 pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off. 7. inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Drive Belt Rumbling Drive Belt Rumbling Diagnosis Test 1-3 Drive Belt Squeal Drive Belt Squeal Diagnosis Test 1-6 Drive Belt Vibration Drive Belt Vibration Diagnosis Page 2771 Disclaimer Page 4417 Page 5388 Page 5502 Brake Rotor/Disc: Service and Repair Burnishing Pads and Rotors Burnishing Pads and Rotors Caution: Road test a vehicle under safe conditions and while obeying all traffic laws. Do not attempt any maneuvers that could jeopardize vehicle control. Failure to adhere to these precautions could lead to serious personal injury and vehicle damage. Caution: Refer to Brake Dust Caution in Service Precautions. Burnishing the brake pads and brake rotors is necessary in order to ensure that the braking surfaces are properly prepared after service has been performed on the disc brake system. This procedure should be performed whenever the disc brake rotors have been refinished or replaced, and/or whenever the disc brake pads have been replaced. 1. Select a smooth road with little or no traffic. 2. Accelerate the vehicle to 48 km/h (30 mph). Important: Use care to avoid overheating the brakes while performing this step. 3. Using moderate to firm pressure, apply the brakes to bring the vehicle to a stop. Do not allow the brakes to lock. 4. Repeat steps 2 and 3 until approximately 20 stops have been completed. Allow sufficient cooling periods between stops in order to properly burnish the brake pads and rotors. Locations Pedal Positioning Sensor: Locations Under IP Left Of Brake Pedal Page 3827 Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards The following gasoline brands meet the TOP TIER Detergent Gasoline Standards in all octane grades : Chevron Canada (markets in British Columbia and western Alberta) - Shell Canada (nationally) - Petro-Canada (nationally) - Sunoco-Canada (Ontario) - Esso-Canada (nationally) What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency and no metallic additives. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent recommendations of Canadian standards and does not contain metallic additives, which can damage vehicle emission control components. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began in the U.S. and Canada on May 3, 2004. Some fuel marketers have already joined and introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: BMW, General Motors, Honda, Toyota, Volkswagen and Audi. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. In the U.S., government regulations require that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In Canada, gasoline standards recommend adherence to U.S. detergency requirements but do not require it. In fact, many brands of gasoline in Canada do not contain any detergent additive. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required or recommended, and no metallic additives are allowed. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency and the intentional addition of metallic additives is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Clean engines help provide optimal fuel economy and engine performance, and also provide reduced emissions. Also, the use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Who should use TOP TIER Detergent Gasoline? All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. More information on TOP TIER Detergent Gasoline can be found at this website, http://www.toptiergas.com/. Inflatable Restraint Roof Rail Module Replacement Air Bag: Service and Repair Inflatable Restraint Roof Rail Module Replacement INFLATABLE RESTRAINT ROOF RAIL MODULE REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to SIR Caution in Service Precautions. - Use care when working around the roof rail inflator module because sharp objects may puncture the roof rail airbag and the airbag will not deploy correctly. In order to avoid personal injury, if any part of the module is damaged replace the entire module 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 2 or to SIR Disabling and Enabling Zone 6. 2. Remove the headliner and the garnish moldings from the vehicle. IMPORTANT: Remove all clips from the structure. Clips are designed for single usage only. The new inflator assembly will contain new clips. 3. Unsnap the SIR tether retainer and remove the tether from the windshield pillar. 4. Remove the fasteners and the clips from the SIR module. Page 1395 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 4142 - Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). - Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. Refer to Ignition System Specifications. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Refer to Ignition System Specifications. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. A rattling sound indicates internal damage. - A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4) If equipped. - Inspect for excessive fouling. - Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION - Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. - Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures Leaking fuel injectors - Excessive fuel pressure - Restricted air filter element - Incorrect combustion Page 8296 ^ On 2002 Sevilles and DeVilles, the GPS jumper cable MUST be unclipped from the back seat cross brace, or unplugged from the VCIM first. DO NOT pull back on the mounting bracket until the GPS antenna jumper cable is unclipped from the back seat cross brace or unplugged from the VCIM. The short length of jumper cable does not allow the VCIM mounting bracket to be pulled back very far, and could lead to a break at the VCIM connector. ^ On 2000-2002 Bonnevilles and LeSabres and 2001-2002 Auroras you will need to follow these steps: 1. Remove the 4 nuts that secure the VCU/VIU bracket assembly to the rear seat back brace. Note: Save these nuts for later use. 2. Remove and discard the plastic VCU/VIU bracket assembly from the vehicle. 3. Remove the upper right stud (1) from the rear seat back brace and re-install in the middle lower slot (2) on the brace. Tighten the fastener to 4 Nm (36 lb in). 4. Position the new VCIM in the vehicle over the studs on the rear seat back brace. 5. Install two of the nuts saved from step (1). Tighten the nuts to 4 Nm (36 lb in). 6. Connect the new OnStar jumper harness supplied in the kit to the VCIM (two white connectors) and the body wiring harness (C345 connector). 7. Connect the small coaxial jumper cable supplied in the kit, to the VCIM, with the end that has a blue plastic housing connector. Plug the other end of this coaxial jumper cable to the OnStar Global Positioning Satellite (GPS) antenna coaxial cable at the right angle connector. Note: The GPS cable in the new OnStar jumper harness is not utilized. 8. Connect the cellular coaxial cable to the OnStar VCIM. On 2001 Impala and Monte Carlos you will need to follow these steps: 9. Remove the Vehicle Communications Unit (VCU) and Vehicle Interface Unit (VIU) following the procedures listed in SI. Save the bracket nuts for later use. Page 4765 Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Brakes - Wheel Cylinder Inspection Guidelines Wheel Cylinder: Technical Service Bulletins Brakes - Wheel Cylinder Inspection Guidelines Bulletin No.: 03-05-24-001A Date: March 21, 2005 INFORMATION Subject: Service Information Regarding Rear Brake Drum Wheel Cylinder Inspections Models: 2005 and Prior GM Passenger Cars and Trucks 2005 and Prior Saturn Vehicles with Rear Drum Brakes Supercede: This bulletin is being revised add model years and include all GM vehicles. Please discard Corporate Bulletin Number 03-05-24-001 (Section 03 - Suspension). This bulletin provides information on proper inspection of rear drum brake wheel cylinders. Important: It is not recommended that dust boots be removed during inspection processes as dirt and debris could contaminate the wheel cylinder bore causing premature wear of the wheel cylinder. In addition, most bores should look damp and some lubricant may drip out from under the boot as a result of lubricant being present. All rear drum brake wheel cylinders are assembled with a lubricant to aid in assembly, provide an anti-corrosion coating to the cylinder bore, and lubricate internal rubber components. As a result of this lubrication process, it is not uncommon for some amount of lubricant to accumulate at the ends of the cylinder under the dust boot. Over time, the lubricant may work its way to the outside of the boot and cause an area of the boot to look damp. Evidence of a damp area on the boot does not indicate a leak in the cylinder. However, if there is excessive wetness (i.e. drips) coming from the boot area of the wheel cylinder, it could indicate a brake hydraulic fluid leak requiring wheel cylinder replacement. (Refer to the Wheel Cylinder Replacement procedures in the appropriate Service Manual.) Disclaimer Page 8459 Page 1852 17. Connect the roof rail module-right connector to the vehicle harness connector. 18. Install the CPA to the roof rail module-right connector. 19. Install the garnish molding to the right upper lock pillar. 20. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 21. Install the body control module fuse center cover. 22. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 23. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle in Vehicle DTC Information. Page 4210 When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. Testing For a Short To Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the Ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing For Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). Page 7949 Seat Belt Retractor: Service and Repair Rear (Extended Sedan) SEAT BELT RETRACTOR REPLACEMENT - REAR (EXTENDED SEDAN) REMOVAL PROCEDURE 1. Remove the rear quarter lower trim panel. 2. Remove the retractor fastener. 3. Remove the retractor from the vehicle. INSTALLATION PROCEDURE 1. Install the seat belt retractor to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the fastener to the seat belt retractor. Tighten Tighten the fastener to 35 N.m (25 lb ft). 3. Install the rear quarter lower trim panel. Page 3042 Crankshaft Position Sensor: Service and Repair Crankshaft Position (CKP) Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector. 3. Remove the CKP sensor bolt. 4. Remove the CKP sensor. 5. Inspect for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Lubricate the O-ring with clean engine oil before installation and replace the O-ring if necessary. 2. Install the CKP sensor. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the CKP sensor bolt. Tighten Tighten the bolt to 11 N.m (97 lb in). 4. Connect the CKP sensor electrical connector. 5. Lower the vehicle. 6. Perform the CKP system variation learn procedure. See: Testing and Inspection/Programming and Relearning Page 8015 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 4197 Page 3674 Knock Sensor (KS)2 Page 8001 Page 5943 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 470 3. Connect the electrical connection to the heated seat control module. 4. Install the front seat. 5. Verify that the heated seat works correctly. Front Suspension Wheel Fastener: Service and Repair Front Suspension Wheel Stud Replacement ^ Tools Required J 43631 Ball Joint Remover Removal Procedure 1. Raise and support the vehicle. 2. Remove the tire and wheel assembly. 3. Remove and support the brake caliper and bracket as an assembly, and remove the brake rotor. 4. Rotate the bearing hub to a position where the least amount of interference between the stud and the steering knuckle exists. 5. Using the J 43631, release the wheel stud from the bearing hub and discard the stud. Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the NEW stud into the bearing/hub assembly. Add enough washers (1) in order to draw the stud into the hub. 2. Install and tighten a wheel nut (2) until the head of the wheel stud is fully seated against the back of the bearing hub flange. 3. Remove the wheel nut (2) and the washers (1). 4. Install the brake rotor, and install the brake caliper and bracket as an assembly. 5. Install the tire and wheel assembly. 6. Lower the vehicle. Page 7854 which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Place the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module (BCM) fuse center then remove fuse center cover. IMPORTANT: This inflatable restraint sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. Open front hood and locate the front end sensor, also known as the front end sensor (1). 7. Remove both connector position assurance (CPA) from the right and left front end sensor connector. 8. Remove both front end sensors connector from the front end sensor (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 1171 Steps 17 - 22 Instruments - Backlighting Inoperative During Daylight Body Control Module: All Technical Service Bulletins Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 5440 7. Remove the brake caliper mounting bracket bolts (1). 8. Remove the brake caliper bracket from the steering knuckle. 9. Inspect the caliper bracket (5). If the brake caliper bracket (5) is bent, cracked, or damaged, it requires replacement. 10. Inspect the brake caliper guide pins (2) for freedom of movement, and inspect the condition of the guide pin boots (4). Move the brake caliper guide pins (2) inboard and outboard within the brake caliper bracket (5), without disengaging the slides from the boots, and observe for the following: ^ Restricted caliper guide pin movement ^ Looseness in the brake caliper mounting bracket ^ Seized or binding caliper guide pins ^ Split or torn boots 11. If any of the conditions listed are found, the brake caliper guide pins (2) and/or boots (4) require replacement. Installation Procedure Page 2838 Body Control Module - C1 Part 3 Page 7514 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Page 6137 Location View Location View Page 7809 Inside Of Right C-Pillar Page 4038 For vehicles repaired under warranty, use the table. Disclaimer Recall 04V190000: ABS Controller Defect/Reprogramming Electronic Brake Control Module: Recalls Recall 04V190000: ABS Controller Defect/Reprogramming Make / Models : Model/Build Years: Chevrolet / Malibu 2004 MANUFACTURER: General Motors Corp. NHTSA CAMPAIGN ID Number : 04V190000 Recall Date : APR 16, 2004 COMPONENT: Service Brakes, Hydraulic: Antilock: Control Unit/Module Potential Number Of Units Affected : 65439 SUMMARY: Some of these passenger vehicles have an electronic control unit (ECU) that may calculate a higher than actual vehicle speed because of an erratic rear-wheel speed sensor signal, and cause ABS activation where it is not needed or needed ABS activation to be extended during braking as the vehicle speed drops to about 3 MPH. CONSEQUENCE: Unexpected ABS activiation could increase stopping distance up to about 11 feet dpending on the grade of the road, increasing the risk of a crash. REMEDY: Dealers will reprogram the ABS controller. Owner notification began on June 16, 2004. Owners should contact Chevrolet at 1-800-630-2438. NOTES: GM Recall NO. 04030. Customers can also contact The National Highway Traffic Safety Administrations Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236). Page 4787 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 5123 Page 7203 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Page 3839 Fuel: Testing and Inspection Without Special Tool ALCOHOL/CONTAMINANTS-IN-FUEL DIAGNOSIS (WITHOUT SPECIAL TOOL) TEST DESCRIPTION Water contamination in the fuel system may cause driveability conditions such as hesitation, stalling, no start, or misfires in one or more cylinders. Water may collect near a single fuel injector, at the lowest point in the fuel rail, and cause a misfire in that cylinder. If the fuel system is contaminated with water, inspect the fuel system components for rust, or deterioration. Alcohol concentrations of 10 percent or greater in fuel can be detrimental to fuel system components. Alcohol contamination may cause fuel system corrosion, deterioration of rubber components, and subsequent fuel filter restriction. Fuel contaminated with alcohol may cause driveability conditions such as hesitation, lack of power, stalling, or no start. Some types of alcohol are more detrimental to fuel system components than others. ALCOHOL IN FUEL TESTING PROCEDURE The fuel sample should be drawn from the bottom of the tank so that any water present in the tank will be detected. The sample should be bright and clear. If alcohol contamination is suspected then use the following procedure to test the fuel quality. 1. Using a 100 ml specified cylinder with 1 ml graduation marks, fill the cylinder with fuel to the 90 ml mark. 2. Add 10 ml of water in order to bring the total fluid volume to 100 ml and install a stopper. 3. Shake the cylinder vigorously for 10-15 seconds. 4. Carefully loosen the stopper in order to release the pressure. 5. Re-install the stopper and shake the cylinder vigorously again for 10-15 seconds. 6. Put the cylinder on a level surface for approximately 5 minutes in order to allow adequate liquid separation. If alcohol is present in the fuel, the volume of the lower layer, which would now contain both alcohol and water, will be more than 10 ml. For example, if the volume of the lower layer is increased to 15 ml, this indicates at least 5 percent alcohol in the fuel. The actual amount of alcohol may be somewhat more because this procedure does not extract all of the alcohol from the fuel. PARTICULATE CONTAMINANTS IN FUEL TESTING PROCEDURE The fuel sample should be drawn from the bottom of the tank so that any water present in the tank will be detected. The sample should be bright and clear. If the sample appears cloudy, or contaminated with water, as indicated by a water layer at the bottom of the sample, use the following procedure to diagnose the fuel. 1. Using an approved fuel container, draw approximately 0.5 liter of fuel. 2. Place the cylinder on a level surface for approximately 5 minutes in order to allow settling of the particulate contamination. Particulate contamination will show up in various shapes and colors. Sand will typically be identified by a white or light brown crystals. Rubber will appear as black and irregular particles. If particles are found clean the entire fuel system thoroughly. Refer to Fuel System Cleaning. Page 3529 Body Control Module (BCM) C3 Part 2 Page 5461 Notice: Refer to Fastener Notice in Service Precautions. 8. Install the 2 brake caliper guide pin bolts ^ Tighten the brake caliper guide pin bolts to 35 Nm (26 ft. lbs.). 9. Install the tire and wheel. 10. Lower the vehicle. 11. Fill the master cylinder to the proper level 12. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Service and Repair Ignition Switch Lock Cylinder: Service and Repair Ignition Switch Lock Cylinder Replacement Removal Procedure 1. Remove the knee bolster. 2. Turn ignition switch to the run position. 3. Push the ignition lock cylinder tab. 4. Remove the ignition lock cylinder. Installation Procedure Important: If you are installing a new lock cylinder, refer to Key and Lock Cylinder Coding. Page 1508 Toe is a measurement of how much the front and/or rear wheels are turned in or out from a straight-ahead position. When the wheels are turned in, toe is positive (+). When the wheels are turned out, toe is negative (-). The actual amount of toe is normally only a fraction of a degree. The purpose of toe is to ensure that the wheels roil parallel. Toe also offsets the small deflections of the wheel support system that occur when the vehicle is rolling forward. In other words, with the vehicle standing still and the wheels set with toe-in, the wheels tend to roll parallel on the road when the vehicle is moving. Improper toe adjustment will cause premature tire wear and cause steering instability. Thrust Angles Description The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action relates to the thrust angle (3). The thrust angle is the path that the rear wheels take. Ideally, the thrust angle is geocentrically aligned with the body centerline (2). In the illustration, toe-in is shown on the left rear wheel, moving the thrust line (1) off center. The resulting deviation from the centerline is the thrust angle. Lead/Pull Description Lead/pull is the deviation of the vehicle from a straight path, on a level road, without hand pressure on the steering wheel. Lead/pull is usually caused by the following factors: ^ Tire construction ^ Uneven brake adjustment ^ Wheel alignment The way in which a tire is built may produce lead/pull. The rear tires will not cause lead. Torque Steer Description Inlet Radiator Hose: Service and Repair Inlet Radiator Hose Replacement- Inlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the coolant. 2. Remove the left headlamp. 3. Reposition the radiator inlet hose clamp at the radiator using the J 38185. 4. Remove the radiator inlet hose from the radiator. 5. Reposition the radiator inlet hose clamp at the engine using the J 38185. 6. Remove the radiator inlet hose from the engine. 7. Remove the radiator inlet hose clamps from the radiator inlet hose. Installation Procedure 1. Install the radiator inlet hose clamps to the radiator inlet hose. 2. Install the radiator inlet hose to the engine. 3. Reposition the radiator inlet hose clamp at the engine using the J 38185. 4. Install the radiator inlet hose to the radiator. 5. Reposition the radiator inlet hose clamp at the radiator using the J 38185. 6. Install the left headlamp. 7. Fill the coolant. Page 2466 8. Install the CKP sensor wiring harness bracket. 9. Install the CKP sensor wiring harness bracket bolt. ^ Tighten the bolt to 27 Nm (20 ft. lbs.). 10. Install the radiator outlet hose to the engine front cover. 11. Install the thermostat bypass pipe to the engine front cover. 12. Install the crankshaft balancer. 13. Install the oil pan. 14. Install the drive belt tensioner. 15. Fill the crankcase with new engine oil. 16. Fill the cooling system. 17. Connect the negative battery cable. 18. Perform the CKP system variation learn procedure. Page 3070 Steps 11 - 13 Engine Controls - Extended Hot Start Crank Time PROM - Programmable Read Only Memory: All Technical Service Bulletins Engine Controls Extended Hot Start Crank Time Bulletin No.: 06-06-04-049 Date: September 22, 2006 TECHNICAL Subject: LX9 Engine Only, Intermittent Extended Crank Time On Hot Engine Restart, Starter Motor May Not Disengage After Engine Start (Reprogram PCM) Models: 2005-2006 Buick Rendezvous, Terraza 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Uplander 2005-2006 Pontiac G6, Montana SV6 2005-2006 Saturn Relay with 3.5L V6 Engine (VIN L, 8 - RPO LX9) Attention: This bulletin only applies to vehicles with EGR valves produced by Delphi. Vehicles built with Seimens EGR valves (production or service) already have the latest calibration. The PCM calibration to address this concern for 2006 vehicles listed in this bulletin will be available in the October 2006 broadcast. Condition Some customers may comment on an intermittent extended crank time on hot engine restart and the starter motor may not disengage after engine start. Correction Before reprogramming the PCM, verify the customer concern. Refer to Diagnostic System Check Vehicle in Vehicle Control Systems in SI. Follow the diagnostics for a possible cause of an extended crank time in hot engine restart. If no trouble is found, reprogram the PCM. Reprogram the PCM with the latest calibrations if the above concern is encountered. An updated PCM calibration is now available to address this concern. This calibration, or any that follow, is designed to address this concern. Refer to Service Programming System (SPS) using the appropriate Service Information (SI) procedures. The new PCM calibrations will be available to dealerships in TIS2Web (website version of TIS) version 9.5 for 2006 beginning 9/18/06. If you cannot access the calibration, call the Techline Customer Support Center and it will be provided. As always, make sure your Tech 2(R) is updated with the latest software version. Warranty Information For vehicles repaired under warranty, use the table. Page 2907 Steps 7 - 9 Page 4681 Page 4198 Page 3863 Parts Information Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Claim Information - GM Saturn Canada and Saab Canada only Page 8494 Specifications Compression Check: Specifications The lowest reading should not be less than 70 percent of the highest reading. No cylinder reading should be less than 689 kPa (100 psi) Page 1771 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer Page 2437 6. Release the valve spring using the J 38606. 7. Ensure the valve locks are seated. 8. Release the air pressure and remove the J 22794 from the spark plug port. 9. Install the valve rocker arm. 10. Install the spark plug. Page 7515 For vehicles repaired under warranty, use the table. Disclaimer Recall - Unwanted ABS Activation/ABS Warning Lamp ON Technical Service Bulletin # 04030A Date: 041210 Recall - Unwanted ABS Activation/ABS Warning Lamp ON Product Safety - Unwanted ABS Activation # 04030A - (Dec 10, 2004) Models: 2004 Chevrolet Malibu, Malibu Maxx Equipped with Anti-Lock Brakes (ABS) THIS BULLETIN IS BEING REVISED TO ADVISE DEALERS TO ORDER PARTS, IF NECESSARY, FROM GMSPO RATHER THAN THE PQC. THIS BULLETIN CANCELS AND REPLACES BULLETIN 04030, ISSUED JUNE 2004. PLEASE DISCARD ALL COPIES OF BULLETIN 04030. Condition General Motors has decided that a defect which relates to motor vehicle safety exists in certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with anti-lock brake system (ABS). The ABS controller may calculate a higher than actual vehicle speed if there is an erratic rear-wheel speed sensor signal. This can cause ABS activation where it is not needed or cause needed ABS activation to be extended during braking as the vehicle speed drops to about 5 km/h (3 mph). A four wheel ABS activation could occur for a maximum of 1.25 seconds on a level surface or for up to 2.5 seconds if the vehicle is on a grade, resulting in increased stopping distances of up to 3.4 m (11.4 ft). If this condition occurs where stopping distance is limited, a crash could occur. Some customers may experience illumination of the ABS warning lamp on the instrument panel. That can occur when the system detects the erratic speed signals and it means that the ABS is disabled. The brake system will perform normally in non-ABS mode until the vehicle is restarted and the ABS lamp is off. Correction Dealers are to reprogram the ABS controller. Vehicles Involved Involved are certain 2004 Chevrolet Malibu and Malibu Maxx vehicles equipped with ABS and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) before beginning recall repairs. [Not all vehicles within the above breakpoints may be involved.] For US For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared and will be loaded to the GM DealerWorld, Recall Information website. Dealers that have no involved vehicles currently assigned will not have a report available in GM DealerWorld. For Canada For dealers with involved vehicles, a Campaign Initiation Detail Report containing the complete Vehicle Identification Number, customer name and address data has been prepared, and is being furnished to involved dealers. Dealers that have no involved vehicles currently assigned, will not receive a report with the recall bulletin. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Locations Pedal Positioning Switch: Locations Instrument Panel Page 1415 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 8006 Capacity Specifications Refrigerant Oil: Capacity Specifications REFRIGERANT OIL CAPACITIES ABRUPT REFRIGERANT LOSS ............................................................................................................................................................ 60 ml (2.0 oz) NOTE: Abrupt refrigerant loss due to large leak, hose rupture, collision, or pressure relief valve opening. Conditions that allow the refrigerant to seep or bleed off over time do not cause this oil loss. Upon replacement of a component that caused a large refrigerant loss, also add the required amount of oil for the particular component. COMPRESSOR REPLACEMENT .......................................................................................................................................................... 74 ml (2.5 oz) NOTE: If more than the specified amount of PAG oil was drained from a component, add the equal amount of oil drained. The Delphi CVC7 service compressor is used in this model year vehicle is precharged with 150 ml (5.0 oz) of PAG oil. CONDENSER REPLACEMENT ............................................................................................................................................................. 30 ml (1.0 oz) NOTE: If more than the specified amount of PAG oil was drained from a component, add the equal amount of oil drained. EVAPORATOR REPLACEMENT .......................................................................................................................................................... 45 ml (1.5 oz) NOTE: If more than the specified amount of PAG oil was drained from a component, add the equal amount of oil drained. TOTAL SYSTEM PAG OIL CAPACITY ............................................................................................................................................ 150 ml (5.0 oz) Page 2810 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Page 5137 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 1500 Alignment: By Symptom Technical Service Bulletin # 04-03-06-001 Date: 040910 Steering/Suspension - Vehicle Pull/Lead Diagnosis Bulletin No.: 04-03-06-001 Date: September 10, 2004 INFORMATION Subject: Vehicle Leads/Pulls Characteristics and Diagnosis Models: 2004-2005 Chevrolet Malibu and Malibu MAXX Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction Variability in the tire construction may produce lead/pull. The rear tires will not cause lead/pull. ^ Wheel alignment ^ Brake Drag ^ Unbalanced steering gear Visual/Physical Inspection ^ Inspect for aftermarket devices which could affect the operation of any of the suspension sub-systems. ^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. ^ Inspect for proper tire size and inflation pressure. ^ Inspect for abnormal tire wear. Vehicle Leads/Pulls Alignment Diagnosis and Repair Front cross-caster and front cross-camber are the only wheel alignment parameters that influence lead or pull. If the vehicle leads/pulls to the left after performing the steps listed in SI Document ID, and the front wheel alignment parameters are found to be in specification, adjust the front left and/or right camber to achieve a cross-camber of -0.50° to -0.75°. Refer to Front Camber Adjustment, SI Document. The cross-camber is the difference between the left side camber and the right side camber (cross-camber = LH camber-RH camber). Positive cross-camber may cause the vehicle to pull to the left. For example: If the vehicle pulls to the left, adjust the cross-camber more negative and vice-versa. Steering Position and Torque Sensor Calibration Important: ONLY perform the steering position sensor and torque sensor recalibration procedure after the tires, suspension and alignment specifications have been inspected and/or corrected and the vehicle still exhibits a lead or pull condition. Failure to do so may result in additional customer lead and or pull concerns. After inspecting the suspension, tires and alignment, and if the vehicle still leads or/pulls, it may be necessary to recalibrate the steering position sensor and torque sensor. Refer to Control Module Setup, SI Document ID. Engine Controls - Rough/Unsteady Idle PROM - Programmable Read Only Memory: Customer Interest Engine Controls - Rough/Unsteady Idle Bulletin No.: 04-06-04-080 Date: November 09, 2004 TECHNICAL Subject: Rough Engine Idle when Hot (Reprogram PCM) Models: 2004 Chevrolet Malibu with 3.5L Lx9 (VIN 8 - RPO LX9) Condition Some customers may comment on a rough or unsteady idle when the vehicle is at full warmed to operating temperature. Correction New calibrations have been released to address this concern. Reprogram the PCM with the appropriate calibration or later as shown. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 293 5. Choose the outstanding core you wish to process, by selecting the Virtual Core Button on the far right side of the screen. 6. Enter the information in the required fields and select the submit button. Record the confirmation number. Canadian Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto https://adt.onstar.gm.mass.ca and enter information as prompted. All Dealers If the website indicates that the VCIM needs to be physically returned to the distributor, please use the pre-paid shipping label that was included in the kit to return the removed VCIM. Important: To avoid a $250 core non-return charge, you must do one of the following within 30 days of kit shipment: 1. Submit the necessary VCIM data through the website, as indicated above. 2. Mail the removed core from the customer's vehicle back to the distributor. 3. Return the unused digital upgrade kit back to the distributor using the pre-paid shipping label that is included in the kit box. Returning the Upgraded Vehicle to the Customer Returning the Upgraded Vehicle to the Customer 1. Place the new OnStar Subscriber Information (Owner's Manual kit) in the customer's vehicle where they can review some of the new features of the Digital-Capable system. The continuous digit dialing feature should be highlighted to the customer to avoid a return to the dealership for dialing instructions. Advise the customer to discard any existing OnStar(R) Owner's Manuals that may be in the vehicle. 2. Have the Service Advisor, Service Manager or Sales Consultant review the new OnStar(R) Hands-Free Calling procedure with the customer. The customer is uses to their analog OnStar(R) Hands-Free Calling system, which uses individual digit dial to make a call. The Generation 6 Digital-Capable system uses continuous digit dial, and the customer needs to be made aware of this change. 3. U.S. Dealers Only: Staple the "Tip Sheet - OnStar(R) Generation 6 Digitally-Capable System", that was included in the kit, to the customer's copy of the repair order. This tip sheet will help your customer better understand their new OnStar(R) system. 4. Canadian Dealers Only: Refer the customer to the Hands-Free Calling Quick Review Card from the new OnStar(R) Owner's Manual kit for help with the new dialing procedure. 5. Fill out the form entitled "GM Limited Warranty for Upgraded OnStar(R) Digital Equipment Program Participants" and staple a copy of this to the customer's repair order. You may want to keep a copy for your records. 6. Encourage your customer to press their blue OnStar(R) button the next day. The OnStar(R) Advisor will be able to review some of the new features of their digital OnStar(R) system. Closing the Onstar(R) Upgrade Exchange Closing the OnStar(R) Upgrade Exchange 1. Collect payment from the customer. Your dealership's open account (sales) will be charged for the cost of the chosen subscription plan, any applicable subscription taxes, and the $15 upgrade charge after the vehicle has been configured through the TIS2WEB process. 2. None of the costs associated with the OnStar Digital Upgrade program may be claimed as a GM goodwill event. These costs must be paid by the customer, and may not be included in any goodwill offered to the customer. GM employees or representatives or field personnel are not able to offer goodwill for this program. If the dealership decides to pay for the upgrade for their customer, be aware that your GM or OnStar(R) contact will not be able to reimburse you for this cost. 3. Use labor code Z2096 to submit your claim for the labor time published below plus 0.2 hr Administrative Allowance and an additional $20.00 Net Amount. ^ For all dealer claim submissions (excluding U.S. Saturn), use Complaint Code MH - Technical Bulletin, and Failure Code 93 - Technical Service Bulletin. Symptom Related Diagnostic Procedures Information Bus: Symptom Related Diagnostic Procedures Scan Tool Does Not Communicate With Class 2 Device SCAN TOOL DOES NOT COMMUNICATE WITH CLASS 2 DEVICE CIRCUIT DESCRIPTION The powertrain control module (PCM) is connected to the class 2 serial data circuit. The class 2 serial data circuit is used for diagnostic purposes only in this vehicle. Connecting a scan tool to the data Link connector (DLC) allows communication with the PCM for diagnostic purposes. DTCs may be set due to this symptom and during this diagnostic procedure. Complete the diagnostic procedure in order to ensure all the DTCs are diagnosed and cleared from memory. The PCM is the only module on the class 2 serial data buss on this vehicle. The most likely cause of the buss failure will be a short or open. TEST DESCRIPTION Page 2909 Steps 13 - 15 Page 3211 Body Control Module - C1 Part 2 Page 1738 7. Install the suction hose to the dash clip. 8. Install the suction hose and liquid line to the TXV. 9. Install the suction hose and liquid line nut to the TXV. Tighten Tighten the nut to 20 N.m (15 lb ft). 10. Install new O-rings. 11. Install the suction hose to the compressor hose. 12. Install the compressor hose and liquid line connector. 13. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 14. Leak test the fittings using the J 39400-A. 15. Install the surge tank to the surge tank bracket. Page 6917 Replace the inner tie rod boot. Refer to the Rack and Pinion Boot Replacement procedure in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Inflatable Restraint Sensing and Diagnostic Module (W/ RPO AK5) Inflatable Restraint Sensing And Diagnostic Module: Diagrams Inflatable Restraint Sensing and Diagnostic Module (W/ RPO AK5) Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 1 Page 6068 C300 Body Harness To Drivers Seat Harness Part 2 Page 5874 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 3864 Page 3334 Fuel Tank Pressure Sensor: Service and Repair Fuel Tank Pressure Sensor Replacement (Malibu MAXX) FUEL TANK PRESSURE SENSOR REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Relieve the system fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Drain fuel tank. Refer to Fuel Tank Draining Procedure. 4. Remove the fuel tank. 5. Remove the electrical connector from the fuel tank pressure sensor. 6. Remove the fuel tank pressure sensor from modular fuel sender. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor to modular fuel sender. 2. Install the electrical connector to fuel tank pressure sensor. 3. Install the fuel tank. 4. Refill tank. 5. Install the negative battery cable. Page 38 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 188 4.1. Unplug the SRS control module's connector (A). 4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D). 4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 4.4. Fit the connecting rail and end face. 4.5. Plug in the connector (A) and secure the cables with cable ties (B). 5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6. M03: Replace the optic cable on the right-hand side Page 8343 Page 1907 Fuse Block: Application and ID Fuse Block - Underhood Location View Application Table Part 1 Page 707 Engine Control Module: Diagrams Powertrain Control Module (PCM) C3 Powertrain Control Module (PCM) C3 Part 1 Page 8430 Page 3609 Steps 10 - 12 Page 1367 Left Rear Door Page 7558 Tighten to 50 N.m (37 lb ft). 4. Install the compressor wire harness connector. 5. Install the engine drive belt. 6. Evacuate and charge the refrigerant system. Refer to Refrigerant Recovery and Recharging. 7. Leak test the fittings using the J 39400-A. Page 5999 Fuse Block - Underhood C2 Part 5 Page 7884 The following procedure provides instructions for installing a plastic retainer in the seat belt connector on both the driver and front seat passenger seat belt lower webbing attachment point. 1. Open the driver's door and locate the seat belt webbing (3) lower attachment point (2) directly below and inboard of the seat recliner handle (1). 2. Raise the seat recliner handle to access the opening in the seat belt connector (4). Important Visually inspect the retainer (3) and note the taper on the backside. The wider portion of the retainer (1) must be at the top (2) of the seat belt connector when installing. 3. Using long nose pliers, install one plastic retainer in the opening in the seat belt connector as shown. When properly installed, the wider portion of the retainer (1) will be at the top and a snap type sound will be heard when the locking feature (4) on each end of the retainer engage the edges of the seat belt connector. 4. Repeat this procedure on the right front passenger seat belt connector. Page 3246 Steps 8-12 1-2 Shift Solenoid (SS) Valve Connector, Wiring Harness Side Page 807 Brake Pedal Position Sensor Page 4164 Page 8248 DTC B2476 04: Cellular Phone Select Service Switch Open Circuit DTC B2476 59: Cellular Phone Select Service Switch Stuck Button DTC B2482 00: Cellular Phone Select Service Switch Range/Performance Circuit Short to Ground Open / High Resistance Short to Voltage Signal Performance Circuit/System Description The OnStar(R) button assembly consists of 3 buttons, Call/Answer, OnStar(R) Call Center, and OnStar(R) Emergency. The vehicle communication interface module (VCIM) supplies the OnStar(R) button assembly with 10 volts via the keypad supply voltage circuit. Each of the buttons, when pressed, completes the circuit across a resistor allowing a specific voltage to be returned to the VCIM over the keypad signal circuit. Depending upon the voltage range returned, the VCIM is able to identify which button has been activated. Conditions for Running the DTCs The ignition is ON. System voltage is between 9 - 16 volts. Conditions for Setting the DTCs B2476 04: The VCIM detects an open/high resistance on the keypad supply voltage circuit. B2482 and B2476 59: The VCIM detects a valid signal on the keypad signal circuit for more than 15 seconds. If one of the OnStar(R) buttons is held or stuck for 15 seconds or more, the VCIM will set these DTCs. Action Taken When the DTCs Set The OnStar(R) status LED turns red. No calls can be placed. The VCIM will ignore all inputs from the OnStar® button assembly. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 100 consecutive malfunction-free ignition cycles have occurred. Page 6948 8. Remove the control arm from the vehicle. 9. Remove the lower control arm rear bushing. Installation Procedure 1. Install the lower control arm rear bushing. 2. Position the lower control arm to the frame assembly and steering knuckle. 3. Note the previous orientation and install a new ball stud to steering knuckle pinch bolt. Hand tighten only. Page 2599 22. Snap fan shroud tabs into the radiator clips. 23. Remove the rope attached to the condenser and upper tie bar. 24. Install the upper radiator support brackets. Important: Do not allow the upper bracket to twist when tightening the screw or vibration may result. 25. Install the upper radiator support bracket bolts. ^ Tighten the bolts to 10 Nm (89 inch lbs.). 26. Install the upper transmission oil cooler pipe to the radiator. 27. Install the right headlamp. 28. Install the left headlamp. 29. Fill the coolant. Page 15 Service and Repair Parking Brake Warning Switch: Service and Repair Park Brake Warning Lamp Switch Replacement Removal Procedure 1. Remove the closeout panel. 2. Disconnect the electrical connector from the park brake warning lamp switch. 3. Remove the park brake warning lamp switch screw (3). 4. Remove the park brake warning lamp switch (2) from the park brake pedal assembly (1). Installation Procedure Page 4790 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. A/T - 4T65E Fluid Leaking From A/T Vent Seals and Gaskets: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 3549 Body Control Module: Diagrams Body Control Module (BCM) C3 Body Control Module - C3 Part 1 Page 379 7.3. If equipped, connect the rear seat heater's connector and install the switch. 8. Install the floor console: 8.1. Install the floor console's retaining bolts (C) and retaining nuts (F). 8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the cover (E). 8.3. Install the ashtray/cover (D). 8.4. Install the ignition switch cover (B). 8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting. 9. Remove the OnStar(R) control modules and secure the wiring: 9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 9.2. Unplug the connectors (A) from the OnStar(R) control modules. 9.3. Remove the console (B) together with the OnStar(R) control modules. Page 4590 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Page 185 5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D). 5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 5.4. Fit the connecting rail and end face. 5.5. Plug in the connector (A) and secure the cables with cable ties (B). 6. Install the floor console over the handbrake. Do not press the console down into place, but instead allow it to fit loosely. 7. Install the switch: 7.1. Install the switch for the roof lighting (B) and plug in its connector. 7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the hole for each respective unit. Plug in the window lift module's connector and install the module (A). Page 3999 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAF) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the positive crankcase ventilation fresh air tube from the air cleaner intake duct. 2. Disconnect the mass air flow (MAF) sensor electrical connector. 3. Loosen the clamps and remove the air cleaner intake duct with the MAF sensor from the throttle body and the air cleaner housing cover. 4. Loosen the clamp and remove the MAF sensor from the air cleaner intake duct. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the MAF sensor to the air cleaner intake duct. Tighten Tighten the clamp to 2 N.m (18 lb in). 2. Install the air cleaner intake duct with the MAF sensor to the throttle body and the air cleaner housing cover. Tighten Tighten the clamps to 2 N.m (18 lb in). 3. Connect the MAF sensor electrical connector. 4. Install the positive crankcase ventilation fresh air tube to the air cleaner intake duct. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 7620 Instrument Panel Campaign - Deactivation Of Analog OnStar(R) Technical Service Bulletin # 08089C Date: 081118 Campaign - Deactivation Of Analog OnStar(R) # 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008) Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION Page 780 Pedal Positioning Sensor: Description and Operation BRAKE PEDAL POSITION SENSOR CALIBRATION DESCRIPTION AND OPERATION CALIBRATION CRITERIA The brake pedal position sensor receives a low reference signal and a 5-volt reference signal from the BCM. Whenever the brake pedal is applied, the brake pedal position sensor applies a variable voltage signal to the BCM through the stop lamp switch signal circuit. Brake pedal position sensor calibration must be performed after the brake pedal position sensor or body control module (BCM) have been serviced. The calibration procedure will set brake pedal position sensor home value. This value is used by the BCM to determine the action of the driver applying the brake system and to provide this information to the vehicle subsystems via the class 2 communication bus. CALIBRATION PROCEDURE - Install a scan tool. - Turn ON the ignition, with the engine OFF. - Select Diagnostics. - Select the vehicle. - Select Body and Accessories. - Select Lighting Systems. - Select Special Functions. - Select BCM. - Select the BPPS sensor calibration procedure and follow the directions displayed on the screen. Page 3066 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS SYSTEM DESCRIPTION The powertrain control module (PCM) enables the fuel pump relay when the ignition switch is turned ON. The PCM will disable the fuel pump relay within 2 seconds unless the PCM detects ignition reference pulses. The PCM continues to enable the fuel pump relay as long as ignition reference pulses are detected. The PCM disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions (EVAP). The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contain a flow check valve. the check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. TEST Steps 1 - 2 Page 5743 Page 8073 5. Disengage the fuel feed line from the retaining features built into the fuel tank. 6. Using the J 45722 tool and a long breaker-bar, unlock the fuel sender lock ring. 7. Remove the sender unit and check for possible interference between the internal vent tube and the sender float arm. 8. Take the sender vent line and turn it around to the side of the fuel tank sender. Make sure to rotate the vapor line to the spring guide bar. Important Cut off ANY excess tie strap. Make sure material doesn't fall into the fuel tank. 9. Add tie strap, GM P/N 12337820 (note that this is a fuel compatible material), to prevent the vapor line from rotating forward and allowing the pipe to interfere with the fuel level float. 10. Install an O-ring seal, GM P/N 22682111, onto the fuel sender. 11. Install the fuel sender assembly into the fuel tank. 12. Using the J 45722, install the fuel sender lock ring. Turn the fuel sender lock ring in a clockwise direction. 13. Turn the lock ring until the ring seats on the second detent. 14. Engage the fuel feed line to the retaining features built into the fuel tank. 15. Connect the EVAP vapor line quick connect fittings. Refer to Plastic Collar Quick Connect Fitting Service in SI. 16. Connect the fuel pressure sensor and sender electrical connections. 17. Install the fuel tank. Refer to Fuel Tank Replacement in SI. Specifications Piston: Specifications Piston Piston Diameter- production ..................................................................................................................................... 93.980-94.020 mm (3.7-3.701 inch) Piston Diameter - service limit ..................................................................................................................................................... 93.960 mm (3.699 inch) Piston Pin Bore Diameter .................................................................................................................................. 24.008-24.013 mm (0.9452-0.9454 inch) Piston Ring Groove Width .......................................................................................................................................... 1.23-1.255 mm (0.048-0.049 inch) Piston to Bore Clearance - production .................................................................................................................. -0.029-0.029 mm (-0.0011-0.011 inch) Piston to Bore Clearance - service limit ....................................................................................................................... Maximum 0.080 mm (0.003 inch) Page 172 Page 87 1. To receive credit, submit a claim with the information above. Disclaimer 2001 and Older Model Year Vehicles (Except Saab Vehicles) 2001 and Older Model Year Vehicles (Except Saab Vehicles) Important: 2001 and older model year vehicles require the removal of the battery power from the OnStar(R) vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. 1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. Important: Complete removal of the VIU is usually not required. Perform only the steps required to gain access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+) circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. Page 5857 Page 3191 Body Control Module (BCM) C1 Part 2 Specifications Rocker Arm Assembly: Specifications Valve Rocker Arm Bolt ........................................................................................................................ .................................................... 32 Nm (24 ft. lbs.) Page 4381 4. Inspect valve body bolt (379) for breakaway torque of 16 N.m (11 lb ft). ^ If valve body bolt (379) is found loose, replace the channel plate gaskets, P/N 24206391, and retighten the valve body. ^ If the valve body bolt is found not to be loose, continue with the next step. 5. For additional reverse diagnostic information, refer to Slips in Reverse or No Reverse SI Document ID # 54866. Parts Information Parts are currently available from GMSPO. Warranty Information Page 6114 C500 Body Harness To Left Front Door Harness Part 2 Page 7276 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Specifications Camshaft Gear/Sprocket: Specifications Camshaft Sprocket Bolt ....................................................................................................................... .................................................. 140 Nm (103 ft.lbs.) A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Valve Body: All Technical Service Bulletins A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757, P0741, P0742, P0730, P0756 # 02-07-30-013E - (May 20, 2005) Models: 2001-2005 GM Passenger Cars with 4T65-E Automatic Transmission 2001-2005 Buick Rendezvous 2005 Buick Terraza 2001-2004 Chevrolet Venture 2005 Chevrolet Uplander 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Montana 2005 Saturn Relay with 4T65-F Transmission (RPOs M15, MN3, MN7, M76) This bulletin is being revised to include additional diagnostic information and clarify model usage. Please discard Corporate Bulletin Number 02-07-30-013D (Section 07 -- Transmission/Transaxle). Condition Some owners may comment on any one or more of the following conditions: ^ The SES lamp is illuminated. ^ The transmission slips. ^ The transmission does not shift correctly, is very difficult to get the vehicle to start moving or the engine lacks the power to move the vehicle. ^ Poor engine performance. Cause The most likely cause of the various conditions may be chips or debris: ^ All years--Pressure Reg. Valve (Bore 1) or Torque Signal Valve (Bore 4) stuck ^ On 2001-2002 vehicles, a plugged orifice on the case side of the spacer plate. ^ ON 2003-2005 vehicles, restricted movement of the 2-3 shift valves in the valve body. ^ On 2003-2005 vehicles, restricted movement of the 3-4 shift valves in the valve body. Technician Diagnosis and Correction ^ The technician's road test reveals the vehicle launches in third or fourth gear (high RPM with slow vehicle acceleration). ^ On 2001-2002 vehicles, a DTC P0756 or P0757 may be stored. ^ On 2003-2005 vehicles, a DTC P0730, P0741, P0748 or P0757 may be stored. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ With a Tech 2(R) connected to the vehicle, road test the vehicle and perform the following steps: If the above symptoms are present proceed with the following steps. 1. With the valve body removed and on a workbench, carefully push the valve against spring pressure to check if the valve will snap back to the original position. Or for the valves seated in home position, use a small flat-bladed screwdriver and carefully pry the valve off its seat, quickly remove the screwdriver allowing the valve to return to its seat. If the valve does not snap back unencumbered, then the valve will need to be removed from the valve body. Page 2588 Engine Coolant Temperature (ECT) Sensor Page 1661 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the manifold absolute pressure (MAP) sensor harness connector. 2. Remove the upper air cleaner cover screws. 3. Remove the upper air cleaner cover. 4. Remove the air cleaner filter from the lower air cleaner housing. 5. Inspect the air cleaner filter for dust, dirt and water contamination. 6. Replace as necessary. INSTALLATION PROCEDURE 1. Install the air cleaner filter into the lower air cleaner housing. 2. Install the upper air cleaner cover to the lower air cleaner housing. NOTE: Refer to Fastener Notice in Service Precautions. 3. Secure the air cleaner housing cover. Tighten Tighten the air cleaner cover screws to 5 N.m (44 lb in). 4. Connect the mass air flow (MAF) sensor harness connector. Page 1305 Page 1862 Application Label Part 3 Application Label Part 4 Steering/Suspension - Trim Height/Alignment Spec. Change Alignment: All Technical Service Bulletins Steering/Suspension - Trim Height/Alignment Spec. Change Bulletin No.: 05-03-07-005 Date: April 13, 2005 SERVICE MANUAL UPDATE Subject: Revised Trim Height Specifications and Wheel Alignment Specifications Models: 2004-2005 Chevrolet Malibu Fuel System - TOP TIER Detergent Gasoline (Canada) Fuel: Technical Service Bulletins Fuel System - TOP TIER Detergent Gasoline (Canada) INFORMATION Bulletin No.: 05-06-04-022G Date: October 27, 2010 Subject: TOP TIER Detergent Gasoline Information and Available Brands (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - Canada ONLY Models: 2011 and Prior GM Passenger Cars and Trucks (Canada Only) Supercede: This bulletin is being revised to update the model years and include an additional gasoline brand as a TOP TIER source. Please discard Corporate Bulletin Number 05-06-04-022F (Section 06 - Engine/Propulsion System). In the U.S., refer to the latest version of Corporate Bulletin Number 04-06-04-047I. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by the Canadian General Standards Board (CGSB). Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. Intake valve: 16,093 km (10,000 mi) with TOP TIER Detergent Gasoline Intake valve: 16,093 km (10,000 mi) with Minimum Additive recommended by the CGSB Top Tier Fuel Availability Chevron was the first to offer TOP TIER Detergent Gasoline in Canada. Shell became the first national gasoline retailer to offer TOP TIER Detergent Gasoline across Canada. Petro-Canada began offering TOP TIER Detergent Gasoline nationally as of October 1, 2006. Sunoco began offering TOP TIER Detergent Gasoline in March of 2007. Esso began offering TOP TIER Detergent Gasoline in May of 2010. Page 1841 6. Remove the left/driver outer trim cover from the I/P. 7. Remove the connector position assurance (CPA) from the steering wheel module coil connector. 8. Disconnect the steering wheel module coil connector from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector to the vehicle harness connector. 3. Install the CPA to the steering wheel module coil connector. 4. Install the left outer trim cover to the I/P. Page 8422 OnStar(R) Microphone The OnStar(R), or cellular microphone, can be a part of the rearview mirror assembly, or on some vehicle lines, a separate, stand alone unit. In either case, the VCIM supplies approximately 10 volts to the microphone on the cellular microphone signal circuit, and voice data from the user is sent back to the VCIM over the same circuit. A cellular microphone low reference circuit or a drain wire provides a ground for the microphone. Cellular and GPS Antennas The vehicle will be equipped with one of the following types of antennas: ^ Separate, stand-alone cellular and navigation (GPS) antennas. ^ A combination cellular and navigation (GPS) antenna, which brings the functions of both into a single part. ^ A cellular, GPS, and digital radio receiver (DRR) antenna, which also incorporates the functionality of the DRR satellite antenna (XM). The cellular antenna is the component that allows the OnStar(R) system to send and receive data using electromagnetic waves by means of cellular technology. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The GPS antenna is used to collect the signals of the orbiting GPS satellites. Within the antenna is housed a low noise amplifier that allows for a more broad and precise reception of this data. The antenna is connected at the base to a coax cable that plugs directly into the VCIM. The cable also provides a path for DC current for powering the antenna. The OnStar(R) Call Center also has the capability of communicating with the vehicle during an OnStar(R) call to retrieve the latest GPS location and transmit it to the OnStar(R) Call Center. A history location of the last recorded position of the vehicle is stored in the module and marked as aged, for as long as the module power is not removed. Actual GPS location may take up to 10 minutes to register in the event of a loss of power. Audio System Interface When the OnStar(R) requires audio output, a serial data message is sent to the audio system to mute all radio functions and transmit OnStar(R) originated audio. The OnStar(R) audio is transmitted to the vehicle audio system by a dedicated signal circuit and a low reference circuit. The audio system will mute and an audible ring will be heard though the speakers if the vehicle receives a call with the radio ON. On some vehicles, the HVAC blower speed may be reduced when the OnStar(R) system is active to aid in reducing interior noise. When the system is no longer active, the blower speed will return to its previous setting. OnStar(R) Steering Wheel Controls Some vehicles may have a button on the steering wheel, that when pushed can engage the OnStar(R) system. The button may be a symbol of a face with sound waves, or may say MUTE, or be a symbol of a radio speaker with a slash through it. By engaging the OnStar(R) system with this feature, the user can interact with the system by use of voice commands. A complete list of these commands is supplied in the information provided to the customer. If the information is not available for reference, at any command prompt, the user can say "HELP" and the VCIM will return an audible list of available commands. The steering wheel controls consist of multiple momentary contact switches and a resistor network. The switches and resistor network are arranged so that each switch has a different resistance value. When a switch is pressed, a voltage drop occurs in the resistor network. This produces a specific voltage value unique to the switch selected, to be interpreted by the radio or the body control module (BCM). OnStar(R) Power Moding (DRX or Sleep Cycle) The OnStar(R) system uses a unique sleep cycle to allow the system to receive cellular calls while the ignition is in the OFF position and retained accessory power (RAP) mode has ended. A green status LED on the OnStar(R) keypad normally indicates an active OnStar(R) account. The OnStar(R) system will stay powered up after ignition off for an extended time in order to allow for remote services like door unlock, horn honk, light flash, etcetera to take place as requested by the customer. Power cycle (also referred to as DRX) times vary depending on the generation of the OnStar(R) system. Technicians may identify the OnStar(R) system generation by using a Tech 2 and following this menu path: (Body>VCIM>Module ID Information>Module Information 2) or by accessing www.onstarenrollment.com All Generation 6 digital systems are powered up continuously for 48 hours from ignition OFF. After 48 hours, the Generation 6 systems will enter a 9 minute OFF, 1 minute ON power cycle for an additional 72 hours. At the beginning and end of the 1 minute ON stage, you may or may not experience a short spike of current at the beginning and at the end. This allows for calls from OnStar to be received by the system. After 120 hours from ignition OFF, Page 3370 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Instruments - Backlighting Inoperative During Daylight Interior Lighting Module: All Technical Service Bulletins Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 6881 7. Wipe off any excessive grease on the intermediate shaft to avoid damage from drips on the carpet. 8. Install the instrument panel insulator panel - left side. 9. Verify that the noise is no longer present. Condition 2 There may be interference between the clamp and the steering gear input shaft. The clamp is beveled and if forced down on the input shaft too hard, it may cause a loose fit with the intermediate shaft to input shaft joint. Correction 2 To correct this condition, perform the following steps: 1. Remove the intermediate shaft pinch bolt at the steering gear end. 2. Install a new bolt, GM P/N 07845238, but do not tighten the bolt at this time. 3. Pry the clamp up using a pry bar to position the bolt into the upper part of the groove as shown above. This will position the clamp off the bevel. 4. While keeping the clamp in the upper position, tighten the bolt. Tighten Tighten the bolt to 49 Nm (36 lb ft). 5. Verify that the clunk noise is no longer present. Condition 3 Important This condition ONLY applies to 2004-2007 Chevrolet Malibu/Maxx and 2005-2007 Pontiac G6. Some customers may comment on a knocking or rattling type noise from the front of the vehicle when driven at low speeds and over bumps. The noise only occurs when the steering wheel is in the straight ahead position and sounds like the noise is in the left suspension of the vehicle or directly in front of the driver. Correction 3 1. Ensure the noise is not caused by Condition # 1. 2. Determine the source of the noise. Install the chassis ears at the following locations: - sway bar link - one side at a time - upper strut mount - one side at a time - steering gear near the pinion area - base of the steering column housing - radiator surge tank 3. If the noise is coming from the upper strut mount or sway bar link, replace as necessary and retest. 4. For 2004-2006 Chevrolet and Pontiac model year vehicles, the noise may be coming from the radiator surge tank area. (The 2007 model year vehicles use a different style radiator surge tank - refer to Step 9.) 5. If the noise is coming from the radiator surge tank, release the two retaining tabs holding the radiator surge tank and reposition the tank away from the attaching bracket and isolate with closed cell foam. 6. Cut three pieces of closed cell foam, P/N P46515 (or equivalent), into 25 mm (1 in) by 102 mm (4 in) pieces. 7. Cut two pieces of closed cell foam into 25 mm (1 in) by 6 mm (1/4 in) pieces. Page 3738 Canister Purge Solenoid: Description and Operation EVAP PURGE SOLENOID VALVE The evaporative emission (EVAP) purge solenoid valve controls the flow of vapors from the EVAP system to the intake manifold. The valve opens when commanded ON by the control module. This normally closed valve is pulse width modulated (PWM) by the control module to precisely control the flow of fuel vapor to the engine. The valve will also be opened during some portions of the EVAP testing, allowing engine vacuum to enter the EVAP system. Page 6284 Auxiliary Power Outlet: Connector Views Auxiliary Power Outlet - Console (With RPO Code NW7, NW9) Page 2717 10. Install the generator. Page 4261 When installing the Recall Identification Label be sure to pull the tab to allow the adhesion of the clear protective covering. Additional Recall Identification Labels for US dealers can be obtained from Dealer Support Materials by either ordering on the web from DWD Store. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall claim with the information shown. Refer to the General Motors WINS claim Processing Manual for details on Product Recall claim Submission. Customer Notification Customers will be notified of this recall on their vehicles by General Motors (see copy customer letter shown in this bulletin). In order to ensure full protection under the emission warranty, and the right to participate in future recalls, the customer notification letter recommends that customers have their vehicles serviced as soon as possible. It also advises that failure to do so could legally be determined to be lack of proper maintenance. The vehicle may fail a state or local emission inspection test if the recall work is not completed. Dealer Recall Responsibility All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. This could be done by mailing to such customers a copy of the customer letter shown in this bulletin. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. When a California emissions recall is completed by a GM dealer, the dealer must provide the vehicle owner a "Proof Of Correction Certificate" which the owner may need to present to the California Department Of Motor Vehicles (DMV) when renewing their vehicle registration. Without this correction certificate, the owner may be unable to renew their vehicle registration. Additional Certificates can be obtained, at no charge, from Dealer Support Materials. Disclaimer Page 7339 Ambient Temperature Sensor / Switch HVAC: Description and Operation AIR TEMPERATURE Air Temperature Sensors The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors: Ambient - Inside - Upper duct air temperature sensor - Lower duct air temperature sensor A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor signal decreases as the resistance decreases. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts. The inside air temperature sensor is located within the HVAC control module. Replacement of this sensor involves the replacement of the HVAC control module. The inside air temperature sensor operates within a temperature range between -40 to +185°C (-40 to +365°F). If the sensor is shorted to ground, voltage, or an open, the system will operate using an estimated default value to allow the system to operate. The ambient temperature sensor operates within a temperature range between -40 to +87.5°C (-40 to +189.5°F). The sensor signal is read by the BCM, scaled appropriately and transmitted to the HVAC Control Module through the Low Speed bus.If the sensor is shorted to ground, voltage, or an open, the system will operate using a signal scaled appropriately to allow the system to operate. The duct temperature sensor temperature response is different from the ambient and inside sensors. A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases the sensor resistance decreases. The sensor operates within a temperature range between -40 to +80°C (-40 to +176°F). Exhaust System - Catalytic Converter Precautions Catalytic Converter: Technical Service Bulletins Exhaust System - Catalytic Converter Precautions Bulletin No.: 06-06-01-010A Date: February 04, 2008 INFORMATION Subject: Information on Close-Coupled Converter and Engine Breakdown or Non-Function Due to Severe Overheat or Lack of Oil Causing Piston(s) Connecting Rod(s) Crankshaft Cylinder(s) and/or Head(s) Camshaft(s) Intake and/or Exhaust Valve(s) Main and/or Rod Bearing(s) Damage Models: 2004-2008 GM Passenger Cars and Trucks with Close-Coupled Catalytic Converters Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 06-06-01-010 (Section 06 - Engine/Propulsion System). Certain 2004-2008 General Motors products may be equipped with a new style of catalytic converter technically known as the close-coupled catalytic converter providing quick catalyst warm-up resulting in lower tail pipe emissions earlier in the vehicle operating cycle. If an engine breakdown or non-function were to occur (such as broken intake/exhaust valve or piston) debris may be deposited in the converter through engine exhaust ports. If the engine is non-functioning due to a severe overheat event damage to the ceramic "brick" internal to the catalytic converter may occur. This may result in ceramic debris being drawn into the engine through the cylinder head exhaust ports. If a replacement engine is installed in either of these instances the replacement engine may fail due to the debris being introduced into the combustion chambers when started. When replacing an engine for a breakdown or non-function an inspection of the catalytic converters and ALL transferred components (such as exhaust/ intake manifolds) should be performed. Any debris found should be removed. In cases of engine failure due to severe overheat dealers should also inspect each catalytic converter for signs of melting or cracking of the ceramic "brick". If damage is observed the converter should be replaced. Disclaimer Page 7734 5. Remove the SIR module from the vehicle. INSTALLATION PROCEDURE IMPORTANT: Position the module tether rearward of the molding attaching clips. 1. Unpack the new inflator assembly. Start at the rear of the vehicle and install the inflator module to the structure. 2. Working from the rear of the vehicle, install the retaining tabs to the structure to hold the inflator module in place. NOTE: Refer to Fastener Notice in Service Precautions. IMPORTANT: Visually inspect the side curtain to assure that the curtain is not twisted. Page 658 Body Control Module - C2 Part 3 Page 455 Pedal Positioning Module: Service and Repair ADJUSTABLE PEDAL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) closeout panel. 2. Remove the adjustable pedal module 1 from the side of the I/P support beam. 3. Disconnect the electrical connector from the adjustable pedal module. INSTALLATION PROCEDURE 1. Remove the old 2-sided tape from the I/P support beam. 2. If reinstalling the same adjustable pedal module, install NEW 2-sided tape to the module. 3. Connect the electrical connector to the adjustable pedal module. 4. Install the adjustable pedal module 1 to the side of the I/P support beam. 5. Install the closeout panel. Page 2209 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Page 4262 Page 6350 Tighten Tighten the electrical center junction block bolts to 7 N.m (62 lb in). 4. Install the electrical center connector cover. 5. Turn the electrical center right side up. 6. Install the electrical center to the battery tray by pushing the electrical center into the retainer tab. 7. Install all of the fuses and the relays. 8. Install the positive battery cable lead to the stud on underhood electrical center, then install the positive battery cable lead retaining nut. Tighten Tighten the positive battery cable lead retaining nut to 10 N.m (89 lb in). 9. Install the electrical center cover. 10. Install the battery. Page 6034 Ground Strap: Service and Repair GROUND STRAP REPLACEMENT Additional ground straps are used to connect the body and frame to the engine and transmission. Always connect all ground straps to ensure a good ground path to the battery from all electrical components. Page 8351 Diagnostic Trouble Codes DTC U1000 and U1255 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. When a module does not associate an identification number with at least one critical parameter within 5 seconds of beginning serial data communication, DTC U1000 or U1255 DTC is set. When more than one critical parameter does not have an identification number associated with it, the DTC will only be reported once. The Class 2 serial data communications circuit on this vehicle are in a hybrid ring and star configuration. Each module on the ring has 2 serial data circuits connected to it, except the following modules which have only 1 serial data circuit connected them: Page 5235 The following procedure determines the difference in voltage potential between 2 points. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-B Connector Test Adapter Kit or the J 42675 Flat Wire Probe Adapter Kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and cause incorrect measurements. Page 3683 Steps 3 - 4 Page 6950 2. Remove the tire and wheel. 3. Remove the lower control arm. 4. Remove the lower control arm to rear bushing bolt. 5. Note the position of the bushing during removal. Remove the bushing off the lower control arm. Installation Procedure 1. Install the bushing on the lower control arm as previously noted. 2. Using LOCTITE 234 or equivalent on the bolt threads, install the lower control arm to bushing bolt. Notice: Refer to Fastener Notice in Service Precautions. 3. Hold the rear bushing inner sleeve when tightening the rear bushings to control arm bolt. ^ Tighten the bolt to 44 Nm (32 ft. lbs.). Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 564 Application Table Part 3 Page 4709 Disclaimer Page 8447 Models The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005 Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued September 2008. Condition In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no longer be required to support the analog wireless network beginning in 2008. As a result, On Star(R) is unable to continue analog service. OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or near deployment, the customer may hear a recording that OnStar(R) is being contacted. However, since analog service is no longer available, the call will not connect to OnStar(R). To end the call, the customer must press the white phone or white dot button. If the call is not ended, the system will continue to try to connect to OnStar(R) until the vehicle battery is drained. Special Policy Adjustment At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service will be made at no charge to the customer. This special coverage covers the condition described above until December 31, 2008 for all non-Saab vehicles; April 30, 2009 for all Saab vehicles. Vehicles Involved Body Controls - BCM Cross Platform Functionality Body Control Module: All Technical Service Bulletins Body Controls - BCM Cross Platform Functionality INFORMATION Bulletin No.: 09-08-47-002 Date: November 17, 2009 Subject: Information on Body Control Module (BCM) Functionality Across Vehicle Lines Models: 2004-2010 Chevrolet Malibu 2008 Chevrolet Malibu Classic 2005-2010 Chevrolet Cobalt 2006-2010 Chevrolet HHR 2005-2009 Pontiac G6 2006-2009 Pontiac Solstice 2007-2009 Saturn AURA, SKY The purpose of this bulletin is to address the unique differences in Body Control Module (BCM) functionality of the affected vehicles. Many electrical functions on these vehicles do not directly involve the BCM, even though they may on other vehicles. The cooling fans, for example, are controlled by the engine control module (ECM) on the Malibu, but are controlled by the BCM on the Impala. The BCM is primarily a gateway between the high- and low-speed GMLAN serial data buses on the above listed vehicles. Functions That Do Not Involve the BCM The following list of features and functions are not controlled or dependent on the BCM: Important The BCM should NOT be replaced for conditions in these areas. - Cooling fans - Clock display - Radio display - Power mirrors - OnStar(R) - Rear wiper (on Malibu Maxx) - Warning lamps - Malfunction indicator lamp (MIL) - Driver seat belt reminder light and chime - Power windows Important The BCM also acts as a power distribution center and may provide a fused battery feed to the modules that actually do control the above functions. Do not assume a similar control module issue will apply to different vehicle lines. Refer to SI for the appropriate description and operation and diagnostic information. Disclaimer Page 149 ^ SP303 The following modules, components, and splice pack are connected to the star portion of the class 2 serial data circuit: ^ SP300 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Memory seat module (MSM) ^ Left rear door module (LRDM) AND ^ SP303 ^ Antenna module ^ Front passenger door module (FPDM) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ Vehicle communication interface module (VCIM). Refer to Data Communication Schematics and Data Link Communications Description and Operation in SI. Part 2 Conditions for Running the DTC Voltage supplied to the module is in the normal operating voltage range of 9 - 16 volts. DTCs B1327, B1328, U1300, U1301, U1305 are not set as current. The vehicle power mode requires serial data communication to occur. Conditions for Setting the DTC A message containing a critical operating parameter has not been received within the last 5 seconds after establishing class 2 serial data communication. Action Taken When the DTC Sets The module uses a default value for the missing parameter. Conditions for Clearing the DTC A current DTC clears when the malfunction is no longer present. A history DTC clears when the module ignition cycle counter reaches the reset threshold, without a repeat of the malfunction. Diagnostic Aids When a malfunction such as an open fuse to a module occurs while modules are communicating, a DTC U1001-1254 Loss of XXX Communications is set current. When the modules stop communicating the current DTC U1001-1254 Loss of XXX Communications is cleared but the history DTC remains. When the modules begin to communicate again, the module with the open fuse will not be learned by the other modules so U1000 or U1255 is set current by the other modules. If the malfunction occurs when the modules are not communicating, only U1000 or U1255 is set. Page 6120 C700 Body Harness To Left Rear Door Harness Part 1 Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Page 8364 DTC B2483: Global Positioning System (GPS) Antenna Malfunction Short to Ground DTC B2484: Global Positioning System (GPS) Antenna Malfunction Open Circuit Conditions for Running the DTCs The ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTCs B2462 02: The CIM detects a short to ground on the navigation antenna signal circuit. B2462 04: The CIM detects an open/high resistance on the navigation antenna signal circuit. B2483: The CIM detects a short to ground on the navigation antenna signal circuit. B2484: The CIM detects an open/high resistance on the navigation antenna signal circuit. Action Taken When the DTCs Set The OnStar(R) status LED turns red. The OnStar(R) Call Center cannot locate the vehicle. Conditions for Clearing the DTCs The condition responsible for setting the DTC no longer exists. A history DTC will clear once 50 consecutive malfunction-free ignition cycles have occurred. Circuit/System Testing Turn OFF the ignition. 1. Disconnect the navigation antenna coax cable from the VCIM. 2. Ignition ON, test for 4.5-5.5 volts between the VCIM coax cable center conductor terminal at the VCIM and ground. ^ If not within the specified range, replace the VCIM. Refer to the appropriate vehicle in SI. 3. Reconnect the coax cable to the VCIM. 4. Disconnect the coax cable from the navigation antenna. 5. Test for 4.55.5 volts between the coax cable center conductor and the outer shield. ^ If not within the specified range, replace the coax cable. 6. If all circuits test normal, replace the navigation antenna. Refer to the appropriate vehicle in SI. DTC B2470 DTC Descriptor DTC B2470 04: Cellular Phone Antenna Circuit Malfunction Open Circuit Circuit/System Description The cellular antenna is connected to the vehicle communication interface module (VCIM) with an RG-58 coax cable. The VCIM collects the data from the cellular antenna once every second. Page 5112 Page 1435 Windshield Washer Fluid Level Switch Page 3902 Steps 6 - 8 The number below refers to the step number on the diagnostic table. 3. The engine coolant temperature (ECT) must be below the operating temperature in order to avoid irregular fuel pressure readings due to hot soak fuel boiling. Page 8034 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 836 Outside Rearview Mirror Switch Locations Impact Sensor: Locations Front Impact Bar Page 369 Page 1311 Brake Switch - TCC: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 7859 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: Customer Interest OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 2831 Body Control Module (BCM) C4 Part 1 Page 6838 Body Controls - BCM Cross Platform Functionality Body Control Module: All Technical Service Bulletins Body Controls - BCM Cross Platform Functionality INFORMATION Bulletin No.: 09-08-47-002 Date: November 17, 2009 Subject: Information on Body Control Module (BCM) Functionality Across Vehicle Lines Models: 2004-2010 Chevrolet Malibu 2008 Chevrolet Malibu Classic 2005-2010 Chevrolet Cobalt 2006-2010 Chevrolet HHR 2005-2009 Pontiac G6 2006-2009 Pontiac Solstice 2007-2009 Saturn AURA, SKY The purpose of this bulletin is to address the unique differences in Body Control Module (BCM) functionality of the affected vehicles. Many electrical functions on these vehicles do not directly involve the BCM, even though they may on other vehicles. The cooling fans, for example, are controlled by the engine control module (ECM) on the Malibu, but are controlled by the BCM on the Impala. The BCM is primarily a gateway between the high- and low-speed GMLAN serial data buses on the above listed vehicles. Functions That Do Not Involve the BCM The following list of features and functions are not controlled or dependent on the BCM: Important The BCM should NOT be replaced for conditions in these areas. - Cooling fans - Clock display - Radio display - Power mirrors - OnStar(R) - Rear wiper (on Malibu Maxx) - Warning lamps - Malfunction indicator lamp (MIL) - Driver seat belt reminder light and chime - Power windows Important The BCM also acts as a power distribution center and may provide a fused battery feed to the modules that actually do control the above functions. Do not assume a similar control module issue will apply to different vehicle lines. Refer to SI for the appropriate description and operation and diagnostic information. Disclaimer Page 5946 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Service and Repair Parking Brake Warning Switch: Service and Repair Park Brake Warning Lamp Switch Replacement Removal Procedure 1. Remove the closeout panel. 2. Disconnect the electrical connector from the park brake warning lamp switch. 3. Remove the park brake warning lamp switch screw (3). 4. Remove the park brake warning lamp switch (2) from the park brake pedal assembly (1). Installation Procedure ABS Automated Bleed Procedure Brake Bleeding: Service and Repair ABS Automated Bleed Procedure ABS Automated Bleed Procedure Bleeding the ABS System Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Perform a manual or pressure bleeding procedure. If the desired brake pedal height results are not achieved, perform the automated bleed procedure below. The procedure cycles the system valves and runs the pump in order to purge the air from the secondary circuits normally closed off during normal base brake operation and bleeding. The automated bleed procedure is recommended when air ingestion is suspected in the secondary circuits, or when the BPMV has been replaced. Automated Bleed Procedure Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing the EXIT button No further Scan Tool prompts pertaining to the Auto Bleed procedure will be given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid causing damage to components and painted surfaces. 1. Raise the vehicle on a suitable support. 2. Remove all four tire and wheel assemblies. 3. Inspect the brake system for leaks and visual damage. 4. Inspect the battery state of charge. 5. Install a scan tool. 6. Turn ON the ignition, with the engine OFF. 7. With the scan tool, establish communications with the EBCM. Select Special Functions. Select Automated Bleed from the Special Functions menu. 8. Bleed the base brake system. 9. Follow the scan tool directions until the desired brake pedal height is achieved. 10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: ^ If a DTC is detected, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information to diagnose the appropriate DTC. ^ If the brake pedal feels spongy, perform the conventional brake bleed procedure again. 11. When the desired pedal height is achieved press the brake pedal in order to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. A/T Shift Lock Control Assembly Page 3633 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The CMP sensor signal is a digital ON/OFF pulse output once per revolution of the camshaft. The CMP sensor does not directly affect the operation of the ignition system. The CMP sensor information is used by the PCM to determine the position of the valve train relative to the crankshaft position. By monitoring the CMP and CKP signals, the PCM can accurately time the operation of the fuel injectors. The PCM supplies the sensor with a 12-volt reference circuit, a low reference circuit, and a signal circuit. Page 8362 High OR Low The above conditions are met for more than 3 seconds. Circuit/System Verification These DTCs cannot be retrieved with a current status. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. An intermittent condition is likely to be caused by a short on the Class 2 serial data circuit. To diagnose use the Scan Tool Does Not Communicate with a Class 2 Device. Refer to SI. DTC B2455 DTC Descriptors DTC B2455 01: Cellular Phone Microphone Circuit Short to Battery DTC B2455 02: Cellular Phone Microphone Circuit Short to Ground DTC B2455 04: Cellular Phone Microphone Circuit Open Circuit Circuit/System Description Without RPO UAV The vehicle communication interface module (VCIM) uses the cellular phone microphone to allow driver communication with OnStar(R). With RPO UAV The vehicle communication interface module (VCIM) and navigation radio use the cellular phone microphone to allow driver communication with OnStar(R), as well as to operate the voice recognition/voice guidance feature of the navigation radio. Conditions for Running the DTC The ignition is in RUN or ACC position. System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 10 seconds. Conditions for Setting the DTC B2455 01: A short to battery is detected on the cellular microphone signal circuit. B2455 02: A short to ground is detected on the cellular microphone signal circuit. B2455 04: An open circuit is detected on the cellular microphone signal circuit. Action Taken When the DTC Sets The VCIM and/or navigation radio (RPO UAV) will not receive any signal from the microphone. The OnStar(R) status LED turns red. Voice recognition will not function. Conditions for Clearing the DTC Page 441 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 4902 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Replacement Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. Page 4220 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 2845 Body Control Module - C2 Part 4 Locations Knock Sensor: Locations Lower Left Front Of Engine Page 4252 Page 1911 Fuse Block: Service and Repair UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE Left Side Of Core Support 1. Remove the battery. 2. Remove the fasteners retaining the positive battery cable leads to the underhood electrical center, then reposition the cable lead away from the electrical center. 3. Remove the electrical center cover. 4. Remove all of the fuses and the relays. Page 1002 Ambient Light Sensor (With RPO Code C68) Page 4901 Page 376 2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure location. Refer to Cellular Communications Connector End Views and related schematics in SI, if required. Important: DO NOT perform the OnStar(R) reconfiguration and/or programming procedure. 3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. 2002 Through 2006 Model Year Vehicles (Except Saab Vehicles) 2002 through 2006 Model Year Vehicles (Except Saab Vehicles) Important: The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully perform the VCIM setup procedure and disable the analog system. 1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument panel of the vehicle. 2. Turn the Tech 2 ON by pressing the power button. Important: Tech 2 screen navigation to get to the setup procedure depends on the year and make of the vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2 screen is provided below. ^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >> Setup New OnStar >> ^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm. Interface Module >> Module Setup >> VCIM Setup >> 3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup Tech 2 screen. 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 1. Remove the ground cable from the battery's negative terminal. 2. Apply the handbrake brake. 3. Detach the floor console. 4. Remove the switch and the floor console: 3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector. 3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then unhooking the front edge. Unplug the ignition Page 1400 IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary.Use this procedure as a guide. 1. Disconnect the connector from the component. 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. Page 240 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Page 2807 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Page 7805 Right Rear Of Passenger Compartment - Extended Sedan Page 1111 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAF) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the positive crankcase ventilation fresh air tube from the air cleaner intake duct. 2. Disconnect the mass air flow (MAF) sensor electrical connector. 3. Loosen the clamps and remove the air cleaner intake duct with the MAF sensor from the throttle body and the air cleaner housing cover. 4. Loosen the clamp and remove the MAF sensor from the air cleaner intake duct. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the MAF sensor to the air cleaner intake duct. Tighten Tighten the clamp to 2 N.m (18 lb in). 2. Install the air cleaner intake duct with the MAF sensor to the throttle body and the air cleaner housing cover. Tighten Tighten the clamps to 2 N.m (18 lb in). 3. Connect the MAF sensor electrical connector. 4. Install the positive crankcase ventilation fresh air tube to the air cleaner intake duct. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 6861 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor (HO2S) Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J 38125-D. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION Page 8123 Cellular Phone Microphone: Description and Operation ONSTAR(R) MICROPHONE The OnStar(R), or cellular, microphone can be part of the rearview mirror assembly, or on some vehicle lines, can be a separate, stand alone unit. In either case, the microphone is supplied voltage on the cellular microphone signal circuit, while voice data from the user is sent back to the VCIM by means of either a cellular microphone low reference circuit or a drain wire. Page 6629 Fastener Tightening Specifications Page 3556 Body Control Module - C4 Part 4 Page 4673 Parking Lock Cable: Service and Repair Park Lock Cable Replacement Removal Procedure Caution: Refer to Battery Disconnect Caution in Service Precautions. 1. Disconnect the negative battery cable. 2. Remove the console. 3. Remove the left sound insulator. 4. Remove the knee bolster. 5. Place the transmission shift lever in the P (Park) position. Important: Do not proceed to the next step with the key in any other position. 6. Turn the ignition key to the RUN position 7. Insert a screwdriver blade into the slot provided in the ignition switch inhibitor. 8. Depress the cable latch. Pull the control cable from the inhibitor. 9. Push the cable connector lock button at the shifter base to the up position. 10. Snap the cable from the park/lock lever pin 11. Depress the two cable latches. Remove the control cable latches from the automatic transmission control. 12. Remove the control cable clips. Installation Procedure Page 385 7.1. Remove the console (A) together with the OnStar(R) control modules. 7.2. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 8. CV: Removing the OnStar(R) control modules and securing the wiring: Adjustment/Replacement. 8.1. Open the luggage compartment floor. Page 6244 Page 6058 C206 I/P Harness To Body Harness Part 2 Page 7736 3. On the back side of the steering wheel are 4 openings for removing the driver inflator module. Place the steering wheel so that 2 of the openings are on top. 4. Adjust and install J 44298 into 2 of the holes. IMPORTANT: Seat the air bag removal tool all the way in to perform properly. 5. Pull the handle towards the back of the steering wheel, releasing the 2 spring-loaded fasteners at the same time. 6. Turn the steering wheel and open J 44298. 7. Place J 44298 and insert into place and repeat the same steps for the other 2 openings. 8. Pull the driver inflator module gently away from the steering wheel. IMPORTANT: Note the driver inflator wire routing positions, the redundant control routing positions, and the horn wire routing positions for the correct re-assembly. 9. Remove the connector position assurance (CPA) and the electrical connector for the driver inflator module. 10. Remove the horn grounded lead from the steering wheel. 11. Remove the inflatable restraint module. 12. Fully deploy the module before disposal. If the module was replaced under warranty, fully deploy and dispose of the module after the required retention period. Refer to Inflator Module Handling and Scrapping. INSTALLATION PROCEDURE Page 5546 1. Remove the rear brake caliper from vehicle. Important: If the brake caliper was leaking brake fluid from the REAR of the caliper past the integral park brake actuator shaft seal, replace the brake caliper assembly. The park brake integral mechanism contains a non-serviceable seal which may be allowing brake fluid to leak past it and into the non-serviceable integral park brake mechanism. 2. Drain the brake fluid from the caliper assembly. 3. Using a small wooden or plastic tool, carefully remove the brake caliper piston dust boot seal retaining ring from the groove in the caliper seal counterbore. 4. Place a block of wood against the inside of the caliper body, opposite of the caliper piston. 5. Direct low pressure compressed air through the caliper inlet hose to remove the caliper piston. 6. Remove the piston dust boot seal (2) from the seal counterbore in the caliper and discard the dust boot seal. Page 7356 Page 4796 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 3815 Disclaimer Page 5935 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 7856 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-LF go to step 7. To disable the roof rail module-left go to step 10 and for the side impact sensor (SIS)-Left go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-LF connector. 9. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. 10. Remove the garnish molding from the upper lock pillar. 11. Remove the CPA from the roof rail module-left connector. Page 6565 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Diagram Information and Instructions Brake Switch - TCC: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Locations Mass Air Flow (MAF) Sensor: Locations Top Right Front Of Engine Page 7243 5. Install the axle nut to the wheel drive shaft, hand tighten the wheel drive shaft nut. 6. Install the brake rotor. 7. Install the wheel drive shaft nut to the wheel drive shaft. 8. Use a screw driver or similar tool to stop the rotation of the brake rotor. ^ Tighten the wheel drive shaft nut to 215 Nm (159 ft. lbs.). 9. Install the tire and wheel assemblies. Page 4094 Knock Sensor: Diagrams Knock Sensor (KS) 1 Page 6964 6. Install the stabilizer link to the knuckle. ^ Tighten the bolt to 50 Nm (37 ft. lbs.). 7. Install the rear wheel bearing and brake components. 8. Install the tire and wheel. 9. Lower the vehicle. Page 7063 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Page 348 The number above refers to the step number on the diagnostic table. DTC U0073 or U2100 DTC Descriptors DTC U0073 00: Control Module Communication Bus Off DTC U0073 71: ECU HS Bus Off DTC U0073 72: ECU LS Bus Off DTC U2100 00: Controller Area Network (CAN) Bus Communication DTC U2100 47: Controller Area Network (CAN) Bus Communication Circuit/System Description The serial data circuits are serial data buses used to communicate information between the control modules. The serial data circuits also connect directly to the data link connector (DLC). Conditions for Running the DTCs Supply voltage at the modules are in the normal operating range. The vehicle power mode requires serial data communications. Conditions for Setting the DTC The module setting the DTC has attempted to establish communications on the serial data circuits more than 3 times. Page 856 Under Front Passenger Seat Body Control Module (BCM) C1 Body Control Module: Diagrams Body Control Module (BCM) C1 Body Control Module - C1 Part 1 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the 1-2 shift solenoid retainer clip (304), the 1-2 shift solenoid (305) with O-ring (303), the 1-2 shift valve (302), and the 1-2 shift valve spring (301). Installation Procedure 1. Install the 1-2 shift valve spring (301), the 1-2 shift valve (302), the 1-2 shift solenoid (305) with O-ring (303) and the 1-2 shift solenoid retainer clip (304). 2. Install the transmission side cover. Page 565 Location View Location View CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure CKP SYSTEM VARIATION LEARN PROCEDURE 1. Install a scan tool. 2. Monitor the powertrain control module (PCM) for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 3. Select the crankshaft position variation learn procedure with a scan tool. 4. The scan tool instructs you to perform the following: 4.1. Accelerate to wide open throttle (WOT). 4.2. Observe fuel cut-off for applicable engine. 4.3. Release throttle when fuel cut-off occurs. 4.4. Engine should not accelerate beyond calibrated RPM value. 4.5. Release throttle immediately if value is exceeded. 4.6. Block drive wheels. 4.7. Set parking brake. 4.8. DO NOT apply brake pedal. 4.9. Cycle ignition from OFF to ON. 4.10. Apply and hold brake pedal. 4.11. Start and idle engine. 4.12. Turn the A/C OFF. Vehicle must remain in Park or Neutral. The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: Crankshaft position (CKP) sensors activity-If there is a CKP sensor condition, refer to the applicable DTC. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 5. Enable the CKP system variation learn procedure with the scan tool and perform the following: IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. - Accelerate to WOT. - Release throttle when fuel cut-off occurs. 6. The scan tool displays Learn Status: Learned this ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 7. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether or not DTC P0315 is set: An engine replacement - A PCM replacement - A harmonic balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. Locations Page 5556 11. Remove the brake caliper guide pins (2) from the brake caliper mounting bracket (4). 12. Remove the brake caliper pin boots (3) from the brake caliper mounting bracket (4). Installation Procedure 1. Apply a thin coat of high temperature silicone lube to the brake caliper guide pin boots. 2. Install the brake caliper pin boots (3) into the brake caliper mounting bracket (4). Do not hammer the caliper pin boots into the bracket. Ensure that the caliper pin boots are fully seated in the bracket. 3. Install the brake caliper guide pins (2) to the brake caliper mounting bracket (4). 4. Ensure the brake pad hardware mating surfaces (1) are clean. 5. Install the brake pad retainers (2) to the brake caliper bracket. 6. Install the brake pad retainers to the disc brake caliper bracket. 7. Install the brake pads to the brake caliper bracket. 8. Install the brake caliper to the mounting bracket. 9. Apply a thin coat of high temperature silicone lube to the brake caliper guide pins. Notice: Refer to Fastener Notice in Service Precautions. Recall 04V190000: ABS Controller Defect/Reprogramming Electronic Brake Control Module: Recalls Recall 04V190000: ABS Controller Defect/Reprogramming Make / Models : Model/Build Years: Chevrolet / Malibu 2004 MANUFACTURER: General Motors Corp. NHTSA CAMPAIGN ID Number : 04V190000 Recall Date : APR 16, 2004 COMPONENT: Service Brakes, Hydraulic: Antilock: Control Unit/Module Potential Number Of Units Affected : 65439 SUMMARY: Some of these passenger vehicles have an electronic control unit (ECU) that may calculate a higher than actual vehicle speed because of an erratic rear-wheel speed sensor signal, and cause ABS activation where it is not needed or needed ABS activation to be extended during braking as the vehicle speed drops to about 3 MPH. CONSEQUENCE: Unexpected ABS activiation could increase stopping distance up to about 11 feet dpending on the grade of the road, increasing the risk of a crash. REMEDY: Dealers will reprogram the ABS controller. Owner notification began on June 16, 2004. Owners should contact Chevrolet at 1-800-630-2438. NOTES: GM Recall NO. 04030. Customers can also contact The National Highway Traffic Safety Administrations Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236). Page 2429 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 5486 Important If runout is still present, contact the brake lathe supplier. ON-CAR TYPE LATHE Use the following procedure to calibrate an On-Car brake lathe: 1. Connect the lathe to a vehicle using the appropriate adapter. 2. Attach a vise-grip dial indicator to a fixed point in the wheel well and bring the dial indicator to a flat surface on the cutting head. 3. Turn on the lathe and press the "start" button so the lathe begins to compensate. 4. Once compensation is complete, note the runout as measured by the dial indicator. Measured runout at this point is overstated given that it is outside the rotor diameter. 5. If runout is in excess of 0.1016 mm (0.004 in) (0.050 mm (0.002 in) as measured within the rotor diameter), calibration must be tightened. Follow manufacturer's instructions for tightening the calibration of the lathe. This information is found in the manual supplied with the lathe. Important If the machine is taking a long time to compensate during normal use, prior to checking the lathe calibration, it is recommended that the machine be disconnected from the adapter and the adapter (still connected to the vehicle) is rotated 180 degrees and the machine reattached. This will accomplish two things: - It will re-verify the machine is properly attached to the adapter. - It will change the location of the runout (phase) relative to the machine and thus possibly allow for quick compensation as a result of the position change. The following information has been added as a reference to ensure your Pro-Cut PFM lathe provides a consistent smooth surface finish over long term usage. Cutting Tips / Depth of Cut / Tip Life The cutting tips must be right side up. Reference marks always face up. The cutting tips may not have chips or dings in the surface of the points. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. When cleaning or rotating the cutting bits, make sure that the seat area for the tip on the tool is free and clear of debris. Cutting Head On each brake job, the technician must center the cutting head for that particular vehicle using one of the mounting bolt holes on the slide plate. Once the head is centered, it is vital that the technician use one hand to push the head firmly and squarely back into the dovetail on the slide plate while using the other hand to tighten the Allen-Hex bolt that secures the head. Failure to do this could result in chatter occurring during the cut. Tool Holder Plate (Cutting Head) The tool holder plate is the plate that the cutting arms are attached to. It can bend or break if a technician accidently runs the cutting arms into the hub of the rotor while the rotor is turning. (Cuts of more than 0.508 mm (0.020 in) can also bend this plate). Once bent, the lathe will most likely not cut properly until the tool holder plate is replaced. In order to verify the condition of the tool holder plate on a machine that will not cut right, remove the mounting bolt and remove the cutting head from the slide plate. With the cutting head titled at an angle, lay the long edge of the tool holder plate down on the flat part of the slide plate. If any gap can be seen between the edge and the slide plate, the tool holder plate is bent and the source of vibration. Also check to ensure that the cutting arms are lying flat on the upper side of the tool holder plate. If the mounting arm post is bent, it will show itself by having the back of the cutting arm lifting off the surface of the tool holder. Gib Adjustment / Loose Gib As wear occurs between the slide plate and the box it rides on, you must take up the slack. You do this by way of a moveable wedge, which we call the gib. Your lathe manual details adjustment process, which you should perform when required after monthly checks or whenever surface finish is inconsistent. Brake Pulsation BRAKE PULSATION Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The "pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may result from two basic conditions: Page 7627 HVAC Control Module - Part 2 Page 2936 Mass Air Flow (MAF) Sensor: Service and Repair MASS AIR FLOW (MAF) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the positive crankcase ventilation fresh air tube from the air cleaner intake duct. 2. Disconnect the mass air flow (MAF) sensor electrical connector. 3. Loosen the clamps and remove the air cleaner intake duct with the MAF sensor from the throttle body and the air cleaner housing cover. 4. Loosen the clamp and remove the MAF sensor from the air cleaner intake duct. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the MAF sensor to the air cleaner intake duct. Tighten Tighten the clamp to 2 N.m (18 lb in). 2. Install the air cleaner intake duct with the MAF sensor to the throttle body and the air cleaner housing cover. Tighten Tighten the clamps to 2 N.m (18 lb in). 3. Connect the MAF sensor electrical connector. 4. Install the positive crankcase ventilation fresh air tube to the air cleaner intake duct. 5. Start and idle the engine. 6. Inspect the air intake duct for leaks. Page 1051 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 3997 Top Right Side Of Engine Page 4727 9. Thread the collar piece (1) of the J 45201 onto the collet (3) until snug. 10. Using an adjustable wrench, turn the collar clockwise in order to remove the cooler line seal. 11. Discard the seal. 12. Clean the case bores for the cooler line seals. Installation Procedure 1. Coat the new cooler line seal with transmission fluid. 2. Using the J 41239, install the new cooler line seal. Page 1812 Refrigerant Oil: Service and Repair A/C Refrigerant System Oil Charge Replenishing If oil was removed from the A/C system during the recovery process or due to component replacement, the oil must be replenished. Oil can be injected into a charged system using J 45037. For the proper quantities of oil to add to the A/C refrigerant system, refer to Refrigerant System Capacities. Electrical - Various Electrical Systems Malfunctions Body Control Module: Customer Interest Electrical - Various Electrical Systems Malfunctions TECHNICAL Bulletin No.: 08-05-22-009C Date: September 30, 2010 Subject: Intermittently Brake Lights (Stop Lamps) Do Not Function Correctly, Extended Travel to Shift Out of Park, Cruise Control Inoperative, DTCs C0131, C0161 or C0277 Set (Perform Repair as Outlined) Models: 2004-2008 Chevrolet Malibu, Malibu Maxx 2008 Chevrolet Malibu Classic 2008-2011 Chevrolet Malibu 2005-2010 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to update the models. Please discard Corporate Bulletin Number 08-05-22-009B (Section 05 - Brakes). Condition Some customers may comment that intermittently the brake lights do not function correctly. Other symptoms may include extended pedal travel required to shift out of PARK, cruise control does not function correctly, and DTC C0131, C0161 and/or C0277 may be set. Cause The most likely cause of this condition is high resistance due to terminal fretting corrosion in the body control module (BCM) C2 or X2 connector (specifically pins 18, 31 and 59). Correction DO NOT replace the BCM for this condition. Disconnecting the C2 or X2 connector, adding dielectric lubricant and reconnecting the connector per the procedure below will correct the high resistance condition due to terminal fretting corrosion. 1. Remove the right side front floor console side trim panel to access to the Body Control Module (BCM). 2. Locate the C2 or X2 connector on the BCM. 3. Unlatch the connector and disconnect the connector from the BCM. 4. Apply dielectric lubricant (clear gel), GM P/N 12377900 (in Canada, use P/N 10953529) or equivalent, on all the connector pins (apply with a one-inch nylon bristle brush). This will treat the pins against fretting corrosion. 5. Reconnect the connector back on the BCM and re-latch. Wipe away any excess lubricant. 6. Reinstall the right side front floor console side trim panel. 7. Using the Tech 2(R), check that the BPPS ratio is equal to BPPS learned home when the brake pedal is not depressed. - If they are equal, the brake lamps should be operating correctly and no further steps are necessary. - If they are not equal, perform the Brake Pedal Position Sensor Calibration procedure in SI to complete the repair. 8. Verify proper operation of the brake lights. If incorrect, refer to SI and perform normal diagnostics. Warranty Information For vehicles repaired under warranty, use the table. Page 8449 Instruments - DIC Messages Missing Body Control Module: All Technical Service Bulletins Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Page 5359 15. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit. install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 16. Install a transparent hose over the end of the bleeder valve. then repeat steps 13-14. 17. With the left front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left front hydraulic circuit, install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 18. Install a transparent hose over the end of the bleeder valve. then repeat steps 13-14. 19. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 20. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 21. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 22. Close the J29532, or equivalent, fluid tank valve, then disconnect the J 29532, or equivalent from the J 44894 A. 23. Remove the J 44394-A from the brake master cylinder reservoir. 24. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme II GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT 3 brake fluid from a clean, sealed brake fluid container. 25. Slowly press and release the brake pedal. Observe the feel of the brake pedal. 26. If the brake pedal feels spongy perform the following steps: 26.1. Inspect the brake system for external leaks. 26.2. If equipped with antilock brakes, using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the BPMV. 27. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. 28. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. Page 1622 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Page 1170 Steps 15 - 16 Page 3993 Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains two individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The PCM provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors provide the PCM with signal voltage proportional to the pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied. Page 2373 16. Remove the lower intake manifold gaskets and seals. 17. Clean the lower intake manifold gasket and seal surfaces on the cylinder heads and the engine block. 18. Clean the gasket and seal surfaces on the lower intake manifold with degreaser. 19. Remove all the loose room temperature vulcanizing sealer (RTV) (1). Installation Procedure Important: All gasket-mating surfaces need to be free of oil and foreign material. Use GM P/N 12346139 (Canadian P/N 10953463), or equivalent, to clean surfaces. 1. Install the lower intake manifold gaskets. 2. Install the valve rocker arms and pushrods. Page 3751 1. Position the fuel feed pipe to the vehicle. 2. With the rear of the pipe positioned slightly rearward and down, raise the front of the pipe into position. 3. Install the remainder of the pipe into position. 4. Install the fuel feed pipe to the pipe retainers. 5. Secure the pipe retainers (1) to the vehicle underbody. 6. Connect the fuel feed pipe and vapor return pipe to the lines at the fuel tank. 7. Lower the vehicle. 8. Remove the caps or plugs from the fuel pipe and the engine fuel rail. 9. Connect the fuel feed pipe to the engine fuel rail. 10. Install the pipe retaining clip (1) to the fuel feed pipe. 11. Connect the negative battery cable. 12. Inspect for fuel leaks using the following procedure: 12.1. Turn ON the ignition, with the engine OFF for 2 seconds. 12.2. Turn OFF the ignition for 10 seconds. 12.3. Turn ON the ignition, with the engine OFF. 12.4. Inspect for fuel leaks. Electrical - Erratic Electrical Component Operation Wiring Harness: All Technical Service Bulletins Electrical - Erratic Electrical Component Operation Bulletin No.: 04-08-45-009 Date: September 02, 2004 TECHNICAL Subject: Various Electrical Concerns - Intermittently Functioning or Inoperative Component (Repair Wire Harness) Models: 2004 Chevrolet Malibu Condition Page 5256 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 6456 C413 Fuel Sender Harness To Body Harness Part 2 Page 1333 Wire Size Conversion If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. Sir/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (such as connectors and terminals). IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminal package. The tool kit J 38125-D contains the following items: Special sealed splices - in order to repair the SIR/SRS system wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals Page 1280 7. Install the transaxle range switch lever and nut. Tighten the transaxle range switch lever retaining nut to 35 Nm (26 ft. lbs.). Important: After adjusting the switch, verify the engine only starts in Park or Neutral. If the engine starts in any other position, adjust the switch. 8. Connect the transaxle range switch electrical connectors. 9. Install the shift control cable to transaxle range switch lever and verify proper operation. 10. Install the shift control cable to transaxle range switch lever and verify proper operation. Installation Procedure (New Switch) 1. Make sure the transaxle manual shaft is in the Neutral position. 2. Align the flats on the transaxle shift shaft with the flats on the transaxle range switch and install the switch. Notice: Refer to Fastener Notice in Service Precautions. Page 5264 Automatic Transmission Shift Lock Control Diagrams Page 4489 5. Remove the PNP switch. 6. Remove the transmission upper side cover bolts. 7. Install the engine support fixture. 8. Raise the vehicle. Refer to Lifting Jacking the Vehicle. 9. Remove the left front tire and wheel. 10. Remove the left lower control arm. 11. Remove the wheel drive shaft from the transmission. 12. Disconnect the steering rack intermediate shaft. 13. Remove the frame. 14. On vehicles equipped with the L61 engine, remove the transmission mount. 15. Lower the vehicle. 16. Lower the LH side of the engine with the engine support fixture to allow the transmission side cover enough room to get past the left rail. 17. Raise the vehicle. 18. Remove the transmission side cover lower bolts. 19. Remove the transmission side cover. Installation Procedure 1. Install the transmission side cover. Notice: Refer to Fastener Notice in Service Precautions. 2. Hand start the transmission side cover lower bolts. Tighten the side cover bolts and stud to 20 Nm (15 ft. lbs.). 3. Lower the vehicle. 4. Raise the engine with the engine support fixture. 5. Raise the vehicle. 6. On vehicles equipped with the L61 engine, install the transmission mount. 7. Install the frame. 8. Install the power steering intermediate shaft and tie-rod ends. 9. Install the wheel drive shaft to the transmission. 10. Install the left lower control arm to the subframe and steering knuckle. 11. Install the left front tire and wheel. Page 5454 6. Install a large C-clamp over the body of the brake caliper with the C-clamp ends against the rear of the caliper body and against the outer brake pad. 7. Tighten the C-clamp until the caliper piston is compressed into the caliper bore enough to allow the caliper to slide past the brake rotor. 8. Remove the C-clamp from the caliper. 9. Remove the brake hose to caliper bolt from the brake caliper. 10. Remove the brake hose from the brake caliper. 11. Remove and discard the 2 copper brake hose gaskets. These gaskets may be stuck to the brake caliper and/or the brake hose end. 12. Cap or plug the opening in the brake caliper and the brake hose to prevent fluid loss and contamination. 13. Remove the 2 brake caliper pin bolts. 14. Remove the park brake cable from the caliper. 15. Remove the brake caliper from the brake caliper bracket. Locations Fuse Block: Locations Left Side Of Core Support Front Inside Left Rear Quarter Panel Rear (Sedan) Locations Locations Left Side of HVAC Case Page 5887 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 5885 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 1466 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Page 5248 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Page 4232 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. Page 6387 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 8247 Conditions for Running the DTC Ignition is in RUN or ACC position System voltage is between 9.5 - 15.5 volts. The above conditions are met for more than 1 second. Conditions for Setting the DTC The VCIM does not detect the presence of a cellular antenna for more than 1 second. Action Taken When the DTC Sets The vehicle is unable to connect to the OnStar(R) Call Center. The OnStar(R) status LED turns red. Conditions for Clearing the DTC The VCIM detects the presence of a cellular antenna. A history DTC clears after 50 malfunction-free ignition cycles. Circuit/System Testing Perform a visual inspection as shown above in order to verify that the cellular antenna and the cellular antenna coupling assembly are not damaged. If any components are damaged replace the assembly. DTC B2476 or B2482 DTC Descriptors Specifications Page 8106 Alarm Module: Description and Operation THEFT DETERRENT MODULE (TDM) The theft deterrent module (TDM) uses the following inputs, battery voltage, ignition switched voltage, and ground circuit. The TDM uses the following outputs, password exchange with the powertrain control module (PCM), fuel continue/disable via the serial data circuit. When an ignition key is inserted into the ignition lock cylinder and the ignition is switched ON, the transponder embedded in the head of the key is energized by the exciter coils surrounding the ignition lock cylinder. The energized transponder transmits a signal that contains its unique value, which is received by the theft deterrent control module. The TDM then compares this value to a value stored in memory, learned key code. If the value is correct, the TDM sends a random generated number to the transponder. This is called a challenge. Both the transponder and the TDM perform a calculation on the challenge. The TDM then performs one of the following functions: - If both the transponder value and the calculation to the challenge are correct, the TDM will send the fuel continue password to the PCM via the serial data circuit. - If either the transponders unique value or the calculation to the challenge is incorrect, the TDM will send the fuel disable password to the PCM via the serial data circuit. - If the TDM is unable to measure the ignition key transponder value for one second due to a damaged or missing pellet or a damaged exciter, the TDM will send the fuel disable password to the PCM via the serial data circuit. IMPORTANT: On some vehicles, If the vehicle theft deterrent (VTD) system is unable to read the ignition key transponder value after the vehicle has started, the VTD system will consider itself malfunctioning. The VTD system will enter a fail enable state and will command the security indicator to illuminate. When the VTD system is in a fail enable state, the vehicle will NOT stall or stop running. If the VTD system is in a fail enable state when the ignition is switched OFF, the VTD system will remain fail enable until it is able to read a learned ignition key transponder value. When the VTD system is in a fail enable state, the VTD system is NOT active and the vehicle will start. This feature is NOT available on all GM vehicle lines. TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Locations Seat Belt Buckle Switch: Locations Driver Seat Specifications Piston Pin: Specifications Pin Piston Pin Clearance to Connecting Rod Bore - Press Fit ................................................................................ -0.022--0.044 mm (-0.0008--0.0017 inch) Piston Pin Clearance to Piston Pin Bore ............................................................................................................... 0.008-0.016 mm (0.0003-0.0006 inch) Piston Pin Diameter ........................................................................................................................................... 23.997-24.000 mm (0.9447-0.9448 inch) Piston Pin Length .......................................................................................................................................................... 59.87-60.13 mm (2.35-2.36 inch) Page 5443 5. Remove the brake pads from the brake caliper bracket. 6. Remove the brake pad retainers from the brake caliper bracket. 7. With the upper control arm bolt/nut (1) positioned forward remove the brake caliper bracket bolts (2). 8. Remove the rear brake caliper bracket. 9. Inspect the brake mounting and hardware. 10. Inspect the brake caliper bracket. 11. Replace the brake caliper bracket if cracked or damaged. Installation Procedure 1. Install the brake caliper bracket. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the brake caliper mounting bracket bolts (2). ^ Tighten the brake caliper mounting bracket bolts to 115 Nm (85 ft. lbs.). Page 2723 2. Install the intermediate pipe to the hangers. Lubricate the exhaust system hangers with Dielectric Silicone Grease GM P/N 12345579 (Canadian P/N 1974984) to ease installation. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the intermediate pipe bolts to catalytic converter. ^ Tighten the intermediate pipe bolts to 30 Nm (22 ft. lbs.). 4. Clamp the muffler (2) to the intermediate pipe (1). 5. Align the two halves of the exhaust system to prevent contact with underbody components and torque the exhaust system clamp. ^ Tighten the exhaust clamp nuts to 50 Nm (37 ft. lbs.). 6. Lower the vehicle. Page 1055 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Page 5136 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Page 7624 HVAC Control Module C1 - Part 3 HVAC Control Module C2 Page 2418 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Frame Replacement (W/LX9) Front Subframe: Service and Repair Frame Replacement (W/LX9) Frame Replacement (W/LX9) Removal Procedure 1. Install the engine support fixture. 2. Support the radiator and condenser by looping a rope around each of the 2 tabs of the condenser and tie the rope around the upper tie bar. 3. Raise and support the vehicle. Refer to Vehicle Lifting. 4. Remove the front wheels. 5. Remove the engine splash shield. 6. Disconnect the lower radiator support bracket to frame bolts and disengage the alignment feature. 7. Disconnect the stabilizer link from the stabilizer shaft. 8. Disconnect the outer tie rods (3) from the steering knuckles (6). Page 5768 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 6563 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 152 Test Description DTC U1001 and U1254 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. Once an identification number is learned by a module, it will monitor for that module's Node Alive message. Each module on the class 2 serial data circuit which is powered and performing functions that require detection of a communications malfunction is required to send a Node Alive message every 2 seconds. When no message is detected from a learned identification number for 5 seconds, a DTC U1XXX where XXX is equal to the 3-digit identification number is set. Page 3357 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Locations Inflatable Restraint Sensing And Diagnostic Module: Locations Passenger Compartment Floor Page 6333 Fuse Block - Underhood C3 Part 1 Page 4117 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The CKP sensor is a three wire sensor based on the magneto resistive principle. A magneto resistive sensor uses two magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The CKP sensor returns a digital ON/OFF pulse 24 times per crankshaft revolution. The pulse width encoding pattern is used to synchronize the coil firing sequence with the crankshaft position. The CKP sensor is used for ignition timing, fuel injector timing, misfire diagnostics, and tachometer display. The PCM supplies a 12-volt reference, a low reference, and a medium resolution engine speed signal circuit to the CKP sensor. Page 340 Diagnostic Trouble Codes DTC U1000 and U1255 Circuit/System Description Modules connected to the Class 2 serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. When a module does not associate an identification number with at least one critical parameter within 5 seconds of beginning serial data communication, DTC U1000 or U1255 DTC is set. When more than one critical parameter does not have an identification number associated with it, the DTC will only be reported once. The Class 2 serial data communications circuit on this vehicle are in a hybrid ring and star configuration. Each module on the ring has 2 serial data circuits connected to it, except the following modules which have only 1 serial data circuit connected them: Page 2097 5. Install the axle nut to the wheel drive shaft, hand tighten the wheel drive shaft nut. 6. Install the brake rotor. 7. Install the wheel drive shaft nut to the wheel drive shaft. 8. Use a screw driver or similar tool to stop the rotation of the brake rotor. ^ Tighten the wheel drive shaft nut to 215 Nm (159 ft. lbs.). 9. Install the tire and wheel assemblies. Page 5776 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 6461 C600 Body Harness To Right Front Door Harness Part 2 Page 6069 C304 Body Harness To LF Pretensioner Jumper Harness Page 3878 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Page 4870 19. Reinstall the metal retaining clip. Important: All shifter cable and park lock cable clips are one time usage only. Any service repair requiring cables to be disconnected from the transaxle control cable bracket or shifter assembly will require a cable clip replacement. 20. Attach the shift cable to the transmission shift lever. 21. Install the shift cable to the control assembly both at the base and to the pin. 22. Adjust the shift cable at the transmission, if necessary (with both shifter and transmission lever in PARK position, release and reset the "C/Locking" clip adjuster). 23. Reinstall the coolant reservoir/surge tank. 24. Reinstall the two bolts retaining the dash center support to the floor pan. Tighten Tighten the bolts to 10 N.m (89 lb in). 25. Reposition the carpet and the insulator on the bulk head. 26. Reinstall the driver's side under dash close out panel. 27. Reinstall the center console. 28. Road test the vehicle and confirm complaint noise is no longer present. Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table shown. Disclaimer Page 3747 Canister Vent Valve: Service and Repair EVAP Canister Vent Solenoid Valve Replacement (Malibu MAXX) EVAPORATIVE EMISSION (EVAP) CANISTER VENT SOLENOID VALVE REPLACEMENT (MALIBU MAXX) REMOVAL PROCEDURE 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Lower the fuel tank enough on the RH side to access the purge valve. Refer to Fuel Tank Replacement (Malibu Sedan) Fuel Tank Replacement (Malibu MAXX). It is not necessary to fully remove the fuel tank from the vehicle. 3. Disconnect the evaporative emission (EVAP) vent valve electrical connector. 4. Remove the vent hose. 5. Depress the locking tab on the EVAP vent valve mount and slide the valve rearward off of the fuel tank. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice in Service Precautions. 1. Install the EVAP canister vent valve on the mount on the fuel tank, push the valve forward until the locking tab engages. Tighten Tighten the bolt to 10 N.m (89 lb in). 2. Connect the vent hose. 3. Connect the electrical connector. 4. Install the fuel tank. 5. Lower the vehicle. Page 5244 6. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the Terminal Repair Kit to ensure that the correct release tool is used. 8. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. Page 3540 Body Control Module - C1 Part 4 Page 6134 Relay Box: Application and ID Underhood Junction Block Location View Application Table Part 1 Page 6467 C800 Body Harness To Right Rear Door Harness Part 1 Page 2859 Location View Location View Page 8007 Page 18 Page 7349 Page 4663 Output Shaft: Service and Repair Output Axle Shaft Sleeve and Seal Replacement Output Axle Shaft Sleeve and Seal Replacement Tools Required ^ J 41227 Output Shaft Sleeve Remover ^ J 41228 0utput Shaft Sleeve Installer Removal Procedure 1. Raise the vehicle. Support the vehicle. Refer to Lifting Jacking the Vehicle. 2. Remove the drive axle assembly. 3. Remove the snap ring from axle. 4. Remove the output axle seal. Page 2646 30. Remove the radiator air side seals. 31. Remove the radiator, cooling fan shroud and transmission oil cooler pipe assembly. 32. Remove the transmission oil cooler pipes from the radiator. 33. Pry upward on the fan shroud tabs at the radiator clips. 34. Remove the cooling fan and shroud assembly. Installation Procedure Page 2341 4. Install the oil filter. 5. Lower the vehicle. 6. Check and fill the crankcase as necessary. Page 720 Steps 4 - 6 Page 5997 Fuse Block - Underhood C2 Part 3 Page 2653 Radiator: Service and Repair Radiator Support Bracket Replacement Radiator Support Bracket Replacement Removal Procedure 1. Remove the left headlamp. 2. Remove the right headlamp. 3. Loop a rope around each of the two tabs of the condenser and tie the rope around the upper tie bar. 4. Remove the upper radiator support bracket bolts. 5. Remove the upper radiator support brackets. 6. Raise the vehicle. Refer to Vehicle Lifting. 7. Remove the lower radiator air deflector retainers. 8. Remove the lower radiator air deflector. Page 2593 8. Pry upward on the fan shroud tabs at the radiator clips. 9. Raise the vehicle. Refer to Vehicle Lifting. 10. Remove the lower radiator air deflector retainers. 11. Remove the lower radiator air deflector. 12. Remove the right front fender liner. 13. Remove the right radiator air deflector retainers. 14. Remove the right radiator air deflector. Diagram Information and Instructions Steering Mounted Controls Transmitter: Diagram Information and Instructions Passenger Car Zoning PASSENGER CAR ZONING Page 4560 If clutch debris is found, it is also very important to inspect the Pressure Control (PC) solenoid valve (377) fluid screens. Clean or replace the PC solenoid (377) as necessary. It is also important to flush and flow check the transmission oil cooler using J45096. Refer to SI Automatic Transmission Oil Cooler Flushing and Flow Test for the procedure. The notches above each sprag must point up as shown when assembled into the outer race. Bearing Assembly, Input Sun Gear Snap Ring, Overrun Clutch Hub Retaining Hub, Overrun Clutch Wear Plate, Sprag Assembly Retainer and Race Assembly, Sprag Forward Sprag Assembly Retainer Rings, Sprag Assembly Outer Race, Forward Clutch Washer, Thrust (Input Carrier to Race) The following information applies when this sprag is used in 1982-86 transmissions. The new design sprag can be used on models 1982 through 1986, by replacing the entire assembly (637 - 644). Individual components are NOT Page 8187 12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and remove the tape (B) holding the optic cables. 12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a screwdriver. Remove the secondary catch (E) on the connector and remove the optic cables coming from the OnStar(R) control modules. 12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the secondary catch (E). Connect the connector so that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the locking strip (C). Page 2526 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. 1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not affect the compression. the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 2169 Rocker Arm Assembly: Service and Repair Valve Rocker Arm and Push Rod Replacement Removal Procedure 1. Remove the valve rocker arm covers. Important: Keep the components separated in order to install the components in the same location. 2. Remove the rocker arm bolts. 3. Remove the rocker arms. 4. Remove the pushrods. Installation Procedure 1. Install the pushrods in the original location. ^ Coat the ends of the pushrods with GM P/N 1052356 or the equivalent. ^ The intake pushrods are identified with yellow stripes and are 5 3/4 inches long. ^ Exhaust pushrods are identified with green stripes and are 6 inches long. ^ Ensure that the pushrods seat in the lifter. 2. Install the rocker arms. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the rocker arm bolts. ^ Tighten the rocker arm bolts to 32 Nm (24 ft. lbs.). 4. Install the valve rocker covers. Page 3471 Disclaimer A/T - 4T45E Growl/Howl on Moderate Acceleration Channel Plate: Customer Interest A/T - 4T45E Growl/Howl on Moderate Acceleration Bulletin No.: 04-07-30-021A Date: July 02, 2004 ADVANCE SERVICE INFORMATION RESOLUTION Subject: Growl or Howl Type Noise From Transmission/Engine Compartment During Light to Moderate Acceleration from a Stop (Replace Drive Link, Drive Sprocket and Driven Sprocket) Models: 2004 Chevrolet Malibu, Malibu Maxx 2004 Oldsmobile Alero 2004 Pontiac Grand Am Built After January 16, 2004 with 4T45E Automatic Transaxles (RPO MN5) Built Between Julian Date 4016 and 4126 and 3.4L or 3.5L V6 Engine (VINs E, 8 - RPOs LA1, LX9) Supercede: This bulletin is being revised to include a repair procedure and parts availability information. Please discard Corporate Bulletin Number 04-07-30-021 (Section 07-Transmission/Transaxle). Condition Some customers may comment on a growl or howl type noise during light to moderate acceleration from a stop. This noise is load and engine RPM sensitive and will occur between 1500 RPM to approximately 2300 RPM. The noise is most noticeable in first and second gear. The noise may dissipate prior to the 1-2 shift, but will be noticed again in second gear depending on the load and engine RPM. The pitch of the noise will change during the 1-2 shift. Cause The noise is due to the new 5/8 inch drive link assembly being at a resonant frequency during certain driving conditions. Correction Important: Only RPO MN5 transaxles built between Julian date 4016 and 4126 have 5/8 inch drive link assemblies. Refer to Transmission ID and VIN Derivative Location, for Julian date location information. Follow the service procedure below to replace the 5/8 inch drive link and sprockets with a 7/8 inch drive link and sprockets. 1. Remove the transaxle from the vehicle. 2. Install the transaxle in the bench support fixture. 3. Remove the torque converter. 4. Remove the Park Neutral Position (PNP) switch. 5. Remove the side cover transmission mount bracket from the transmission. 6. Remove the control valve side cover. 7. Remove the wiring harness from the valve body and solenoids. Important: ^ It is not necessary to remove either the valve body or the oil pump from the channel plate assembly. Page 6836 Page 6841 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 718 Engine Control Module: Description and Operation Anti-Theft Function POWERTRAIN CONTROL MODULE (PCM) The powertrain control module (PCM) verifies that the password received from the theft deterrent module (TDM) via the serial data circuit is correct. The PCM can learn only one fuel continue password. If the fuel continue password is correct, the PCM enables the starting and fuel delivery systems. The PCM disables the starting and fuel delivery systems if any of the following conditions occur: - The fuel continue password is incorrect. - The fuel disable password is sent by the TDM. - No passwords are received-There is no communication with the TDM. IMPORTANT: On some vehicles, if the PCM is unable to communicate with the vehicle theft deterrent (VTD) system after the vehicle has started, the PCM will consider the VTD system to be malfunctioning. The PCM will enter a fail enable state and will command the security indicator to illuminate. When the PCM is in a fail enable state, the vehicle will NOT stall or stop running. If the PCM is in a fail enable state when the ignition is switched OFF, the PCM will remain fail enable until communications with the VTD system has been restored. When the PCM is in a fail enable state, the VTD system is NOT active and the vehicle will start. This feature is NOT available on all GM vehicle lines. Page 4995 7. Inspect the TFP switch assembly in order to verify the condition and the correct location of the pressure switch O-rings. If necessary, replace the TFP switch assembly O-rings. 8. Install the TFP switch assembly onto the control valve body assembly. 9. Install the remaining control valve body bolts. 10. Hand start the bolts. Tighten the control valve body bolts to 12 Nm (9 ft. lbs.). A/T - 4T45E Growl/Howl on Moderate Acceleration Drive Chain: All Technical Service Bulletins A/T - 4T45E Growl/Howl on Moderate Acceleration Bulletin No.: 04-07-30-021A Date: July 02, 2004 ADVANCE SERVICE INFORMATION RESOLUTION Subject: Growl or Howl Type Noise From Transmission/Engine Compartment During Light to Moderate Acceleration from a Stop (Replace Drive Link, Drive Sprocket and Driven Sprocket) Models: 2004 Chevrolet Malibu, Malibu Maxx 2004 Oldsmobile Alero 2004 Pontiac Grand Am Built After January 16, 2004 with 4T45E Automatic Transaxles (RPO MN5) Built Between Julian Date 4016 and 4126 and 3.4L or 3.5L V6 Engine (VINs E, 8 - RPOs LA1, LX9) Supercede: This bulletin is being revised to include a repair procedure and parts availability information. Please discard Corporate Bulletin Number 04-07-30-021 (Section 07-Transmission/Transaxle). Condition Some customers may comment on a growl or howl type noise during light to moderate acceleration from a stop. This noise is load and engine RPM sensitive and will occur between 1500 RPM to approximately 2300 RPM. The noise is most noticeable in first and second gear. The noise may dissipate prior to the 1-2 shift, but will be noticed again in second gear depending on the load and engine RPM. The pitch of the noise will change during the 1-2 shift. Cause The noise is due to the new 5/8 inch drive link assembly being at a resonant frequency during certain driving conditions. Correction Important: Only RPO MN5 transaxles built between Julian date 4016 and 4126 have 5/8 inch drive link assemblies. Refer to Transmission ID and VIN Derivative Location, for Julian date location information. Follow the service procedure below to replace the 5/8 inch drive link and sprockets with a 7/8 inch drive link and sprockets. 1. Remove the transaxle from the vehicle. 2. Install the transaxle in the bench support fixture. 3. Remove the torque converter. 4. Remove the Park Neutral Position (PNP) switch. 5. Remove the side cover transmission mount bracket from the transmission. 6. Remove the control valve side cover. 7. Remove the wiring harness from the valve body and solenoids. Important: ^ It is not necessary to remove either the valve body or the oil pump from the channel plate assembly. Page 1706 1. Install the thermostat bypass pipe. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the thermostat bypass pipe-to-engine front cover bolt. ^ Tighten the bolt to 11 Nm (98 inch lbs.). 3. Connect the thermostat bypass pipe hose. 4. Using the J 38185, reposition and secure the hose clamp at the thermostat bypass pipe. 5. Install the thermostat bypass pipe to the throttle body stud. 6. Install the thermostat bypass pipe-to-throttle body nut. ^ Tighten the nut to 25 Nm (18 ft. lbs.). 7. Connect the heater outlet hose to the thermostat bypass pipe. Page 8092 Disclaimer Page 1803 Refrigerant: Fluid Type Specifications Air Conditioning Refrigerant ....................................................................................................................... R134a P/N 12356150 U.S. (10953485 Canada) Page 1983 Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural Page 7652 Discharge Air Temperature Sensor / Switch: Description and Operation AIR TEMPERATURE Air Temperature Sensors The air temperature sensors are 2-wire negative temperature co-efficient thermistors. The vehicle uses the following air temperature sensors: Ambient - Inside - Upper duct air temperature sensor - Lower duct air temperature sensor A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases, the sensor resistance decreases. The sensor signal decreases as the resistance decreases. The sensor signal varies between 0-5 volts. The HVAC control module converts the signal to a range between 0-255 counts. The inside air temperature sensor is located within the HVAC control module. Replacement of this sensor involves the replacement of the HVAC control module. The inside air temperature sensor operates within a temperature range between -40 to +185°C (-40 to +365°F). If the sensor is shorted to ground, voltage, or an open, the system will operate using an estimated default value to allow the system to operate. The ambient temperature sensor operates within a temperature range between -40 to +87.5°C (-40 to +189.5°F). The sensor signal is read by the BCM, scaled appropriately and transmitted to the HVAC Control Module through the Low Speed bus.If the sensor is shorted to ground, voltage, or an open, the system will operate using a signal scaled appropriately to allow the system to operate. The duct temperature sensor temperature response is different from the ambient and inside sensors. A signal and low reference circuit enables the sensor to operate. As the air temperature surrounding the sensor increases the sensor resistance decreases. The sensor operates within a temperature range between -40 to +80°C (-40 to +176°F). Page 389 12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and remove the tape (B) holding the optic cables. 12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a screwdriver. Remove the secondary catch (E) on the connector and remove the optic cables coming from the OnStar(R) control modules. 12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the secondary catch (E). Connect the connector so that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the locking strip (C). Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: Customer Interest Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 1404 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 3761 EGR Valve: Service and Repair EXHAUST GAS RECIRCULATION (EGR) VALVE REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the exhaust gas recirculation (EGR) valve electrical connector. 2. Remove the EGR pipe bolt and carefully pull the pipe assembly back. 3. Remove the EGR valve bolts. 4. Remove EGR valve. 5. Remove the EGR valve gasket. 6. Clean and inspect the EGR valve gasket mating surfaces. INSTALLATION PROCEDURE 1. Install a new EGR valve gasket. 2. Install the EGR valve. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the EGR valve bolts. Tighten Tighten the bolt to 30 N.m (22 lb ft). 4. Install the EGR pipe to the EGR valve. 5. Install the EGR pipe. Tighten Tighten the bolt to 25 N.m (18 lb ft). 6. Connect the EGR valve electrical connector. Page 679 Steps 7-13 Brake Caliper Bracket Replacement Brake Caliper: Service and Repair Brake Caliper Bracket Replacement Front Brake Caliper Bracket Replacement- Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. 1. Remove the brake caliper from the brake caliper mounting bracket and support the brake caliper with heavy mechanic's wire (1) or equivalent. Do NOT disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the brake pads (2) from the brake caliper bracket. 3. Remove the brake pad retainers (2) from the brake caliper bracket. 4. If reusing the bracket, thoroughly clean the pad hardware mating surfaces (1) of the caliper bracket, of any debris and corrosion. 5. Inspect the disc brake pad retainers (2) for the following: ^ Bent mounting tabs ^ Excessive corrosion ^ Looseness at the brake caliper mounting bracket ^ Looseness at the disc brake pads 6. If any of the conditions listed are found, the disc brake pad retainers require replacement. Page 7834 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 3 Page 5138 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 7324 5. Remove the upper center floor air duct. INSTALLATION PROCEDURE 1. Install the upper center floor air duct. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the upper center floor air duct screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 3. Install the lower center floor air duct. 4. Install the lower center floor air duct push-in fastener. 5. Install the HVAC module assembly. Air Outlet Duct - Rear Floor, LH AIR OUTLET DUCT REPLACEMENT - REAR FLOOR, LH REMOVAL PROCEDURE 1. Remove the console. 2. Remove the left front seat. 3. Remove the left front carpet retainer. 4. Remove the left center pillar lower garnish molding. 5. Remove the floor carpet enough to access the left rear floor duct. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 7518 1. Install the heater core cover. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the heater core cover screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 3. Install the upper center floor air outlet duct. 4. Install the upper center floor air outlet duct screws. Tighten Tighten the screws to 1.5 N.m (13 lb in). 5. Install the lower center floor air outlet duct. 6. Install the HVAC module assembly. Page 196 12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and remove the tape (B) holding the optic cables. 12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a screwdriver. Remove the secondary catch (E) on the connector and remove the optic cables coming from the OnStar(R) control modules. 12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the secondary catch (E). Connect the connector so that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the locking strip (C). OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 4504 4. Inspect valve body bolt (379) for breakaway torque of 16 N.m (11 lb ft). ^ If valve body bolt (379) is found loose, replace the channel plate gaskets, P/N 24206391, and retighten the valve body. ^ If the valve body bolt is found not to be loose, continue with the next step. 5. For additional reverse diagnostic information, refer to Slips in Reverse or No Reverse SI Document ID # 54866. Parts Information Parts are currently available from GMSPO. Warranty Information Page 214 ^ For U.S. Saturn retailer claim submission, use Net Item code "M" and Case Type VW. Page 1104 Accelerator Pedal Position (APP) Sensor Page 450 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Inflatable Restraint Sensing and Diagnostic Module (W/ RPO AK5) Inflatable Restraint Sensing And Diagnostic Module: Diagrams Inflatable Restraint Sensing and Diagnostic Module (W/ RPO AK5) Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 1 Exhaust Manifold Replacement - Left Exhaust Manifold: Service and Repair Exhaust Manifold Replacement - Left Exhaust Manifold Replacement- Left ^ Tools Required J 39194-B Heated Oxygen Sensor Socket Removal Procedure 1. Remove the air intake tube. 2. Disconnect the front heated oxygen sensor (HO2S) from the connector at the side of the engine. 3. Remove front HO2S using J39194-B. 4. Remove the exhaust manifold heat shield. 5. Remove the upper exhaust manifold to cylinder head nuts. 6. Raise the vehicle. Refer to Vehicle Lifting. 7. Remove the crossover pipe. Input Speed Sensor (ISS) Connector, Wiring Harness Side Page 2878 Body Control Module: Removal and Replacement BODY CONTROL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the right console trim panel. 3. Remove the body control module (BCM) screws. 4. Remove the BCM wire harness connectors. 5. Remove the BCM. INSTALLATION PROCEDURE 1. Install the BCM. 2. Install the BCM wire harness connectors. NOTE: Refer to Fastener Notice in Service Precautions. 3. Install the BCM screws. Tighten Tighten the screws to 2.5 N.m (22 lb in). 4. Install the right console trim panel. 5. Connect the negative battery cable. 6. For a new or remanufactured BCM, program the BCM. Refer to Body Control Module (BCM) Programming/RPO Configuration. See: Testing and Inspection/Programming and Relearning Page 825 Power Door Lock Switch: Diagrams Door Lock Switch - Driver Page 7490 Parts Information Important The Cooling Coil Coating listed below is the only GM approved product for use under warranty as an evaporator core disinfectant and for the long term control of evaporator core microbial growth. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 2234 6. Remove the valve locks. 7. Remove the valve cap. 8. Remove the valve spring. 9. Inspect the valve spring for damage. 10. Remove the valve stem oil seal. Installation Procedure 1. Install the valve stem oil seal. 2. Install the valve spring. 3. Install the valve cap. 4. Compress the valve spring with the J 38606. 5. Install the valve locks. If necessary, hold the valve locks in place with grease. Page 2570 Coolant Reservoir: Service and Repair Surge Tank Hose/Pipe Inlet Surge Tank Hose/Pipe Replacement -Inlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure Caution: With a pressurized cooling system, the coolant temperature in the radiator can be considerably higher than the boiling point of the solution at atmospheric pressure. Removal of the surge tank cap, while the cooling system is hot and under high pressure, causes the solution to boil instantaneously with explosive force. This will cause the solution to spew out over the engine, the fenders, and the person removing the cap. Serious bodily injury may result. 1. Reposition the surge tank inlet hose clamp at the engine using the J 38185. 2. Remove the surge tank inlet hose from the engine. 3. Reposition the surge tank inlet hose clamp at the surge tank using the J 38185. 4. Remove the surge tank inlet hose from the surge tank. 5. Remove the surge tank inlet hose clamps from the surge tank inlet hose. Installation Procedure 1. Install the surge tank inlet hose clamps to the surge tank inlet hose. 2. Install the surge tank inlet hose to the surge tank. 3. Reposition the surge tank inlet hose clamp at the surge tank using the J 38185. 4. Install the surge tank inlet hose to the engine. 5. Reposition the surge tank inlet hose clamp at the engine using the J 38185. Page 14 Page 3555 Body Control Module - C4 Part 3 Page 5451 Brake Caliper: Service and Repair Brake Caliper Replacement Front Brake Caliper Replacement- Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, no brake fluid needs to be removed from the reservoir before proceeding. 3. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, remove brake fluid to the midway point before proceeding. 4. Raise and support the vehicle. 5. Remove the tire and wheel assembly. 6. Install and firmly hand tighten 2 wheel nuts to opposite wheel studs in order to retain the rotor to the hub. 7. Install a large C-clamp (1) over the body of the brake caliper (2) with the C-clamp ends against the rear of the caliper body and against the outer brake pad. 8. Tighten the C-clamp until the caliper piston is compressed into the caliper bore enough to allow the caliper to slide past the brake rotor. 9. Remove the C-clamp from the caliper. 10. Remove the brake hose-to-caliper bolt (1i from the brake caliper. 11. Remove the brake hose (3) from the brake caliper. 12. Remove and discard the 2 copper brake hose gaskets (2). These gaskets may be stuck to the brake caliper and/or the brake hose end (3). 13. Cap or plug the opening in the brake caliper and the brake hose to prevent fluid loss and contamination. Page 3785 Fuel Pressure Release: Service and Repair Fuel Pressure Relief Procedure FUEL PRESSURE RELIEF PROCEDURE CAUTION: Refer to Battery Disconnect Caution in Service Precautions. 1. Loosen the fuel filler cap in order to relieve the tank pressure. Do not tighten at this time. 2. Raise the vehicle. Refer to Vehicle Lifting. 3. Disconnect the fuel pump electrical connector. 4. Lower the vehicle. 5. Start and run the engine until the fuel supply remaining in the fuel pipes is consumed. Engage the starter for 3.0 seconds in order to assure relief of any remaining pressure. 6. Raise the vehicle. 7. Connect the fuel pump electrical connector. 8. Lower the vehicle. 9. Disconnect the negative battery cable in order to avoid possible fuel discharge if an accidental attempt is made to start the engine. Page 6394 C101 LF Wheel Speed Sensor Jumper Harness To Body Harness Page 2813 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Service and Repair Fan Shroud: Service and Repair Cooling Fan and Shroud Replacement (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the coolant. 2. Remove the left headlamp. 3. Remove the right headlamp. 4. Remove the upper transmission oil cooler pipe from the radiator. 5. Loop a rope around each of the upper 2 tabs of the condenser and tie a rope around the upper tie bar. 6. Remove the upper radiator support bracket bolts. 7. Remove the upper radiator support brackets. Front Suspension Control Arm: Service and Repair Front Suspension Lower Control Arm Replacement Lower Control Arm Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the wheel. 3. If equipped with a LX9 engine, perform one of the following steps: - If removing the left lower control arm, remove the side transmission mount. - If removing the right lower control arm, remove the engine mount. 4. Remove the lower control arm front bushing to frame bolt. 5. Remove the lower control arm rear bushing to frame bolts and nuts. 6. Prior to removal, note the orientation of the lower control arm ball stud to steering knuckle pinch bolt and remove the pinch bolt and discard. 7. Separate the ball stud from the steering knuckle. Page 2600 30. Inspect the transmission fluid level. Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's Fuel Gauge Sender: All Technical Service Bulletins Instruments - Fuel Gauge Inaccurate/Stuck/MIL ON/DTC's TECHNICAL Bulletin No.: 09-06-04-007A Date: April 06, 2009 Subject: Fuel Gauge Does Not Read Correctly, Fuel Gauge Stuck, Check Engine Light On, DTC P0455, P0461 Set (Reposition Fuel Vapor Line) Models: 2004-2007 Chevrolet Malibu/Maxx 2008 Chevrolet Malibu (Classic) 2008-2009 Chevrolet Malibu 2005-2009 Pontiac G6 2007-2009 Saturn AURA Supercede: This bulletin is being revised to add DTC P0455 and update the Subject and Condition. Please discard Corporate Bulletin Number 09-06-04-007 (06 - Engine - Engine Controls). Condition Some customers may comment on the following conditions: - The fuel gauge does not rise above the 3/4 mark after a fill up or the fuel gauge appears "stuck". - An illumination of the check engine light. - On rare occasions, the fuel gauge does not read the correct level which may result in a no start condition due to a low fuel level. Upon further investigation, the technician may find DTC P0455/P0461 Fuel Level Sensor Circuit Performance stored in the ECM/PCM Cause This condition may be caused by a fuel vapor vent line (that is internal to the fuel tank) interfering with the travel of the fuel level sensor float arm. Correction 1. Verify the customer concern. 2. Remove the fuel tank. Refer to Fuel Tank Replacement in SI. 3. Disconnect the fuel pressure sensor and sender electrical connections. 4. Disconnect the evaporative emission (EVAP) vapor line quick connect fittings (1, 2). Page 5761 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. If the connector has a nose piece, use a small flat-blade tool to remove the nose piece by inserting the blade into the slot on the front of the connector and prying up on the nose piece. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. Page 5925 Refer the table as a guide in selecting the correct test adapter for frontprobing connectors. Backprobe IMPORTANT: Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: - Snapshot - taken from the Snapshot menu choice - Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information Page 5539 Notice: Refer to Fastener Notice in Service Precautions. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. 1. Install the brake caliper mounting bracket to the steering knuckle. 2. Install the brake caliper mounting bracket bolts (1). ^ Tighten the bolts to 115 Nm (85 ft. lbs.). 3. Apply a very thin coating of high temperature silicone brake lubricant to the pad hardware mating surfaces (1) of the caliper bracket only. 4. Clean the brake pad mating surfaces of the brake pad retainers (2). 5. Install the brake pad retainers (2) to the brake caliper bracket. Important: The wear sensor equipped disc brake pad must be mounted inboard of the rotor with the leading edge of the sensor facing the brake rotor during forward wheel rotation, or at the top of the pad when installed in vehicle position. 6. Install the brake pads (2) to the brake caliper bracket. 7. Remove the support (1) and reposition the brake caliper over the brake pads and to the mounting bracket. Rear Brake Caliper Bracket Replacement- Rear Removal Procedure Page 570 Relay Box: Service and Repair UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE Left Side Of Core Support 1. Remove the battery. 2. Remove the fasteners retaining the positive battery cable leads to the underhood electrical center, then reposition the cable lead away from the electrical center. 3. Remove the electrical center cover. 4. Remove all of the fuses and the relays. Page 1722 Parts Information Parts are currently available from GMSPO. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 2390 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Page 8272 7.3. If equipped, connect the rear seat heater's connector and install the switch. 8. Install the floor console: 8.1. Install the floor console's retaining bolts (C) and retaining nuts (F). 8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the cover (E). 8.3. Install the ashtray/cover (D). 8.4. Install the ignition switch cover (B). 8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting. 9. Remove the OnStar(R) control modules and secure the wiring: 9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 9.2. Unplug the connectors (A) from the OnStar(R) control modules. 9.3. Remove the console (B) together with the OnStar(R) control modules. Page 4412 Page 4953 Disclaimer Page 4685 Page 8074 Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 4063 1. Install the spark plug wires to the engine. 2. Install the spark plug wires to the ignition coils. 3. Install the spark plug wires (1,3, and 5) to the engine right side spark plugs. 4. Install the spark plug wires to the retaining clip. 5. Install the spark plug wires (2,4, and 6) to the engine left side spark plugs. 6. Install the spark plug wires to the retaining clips. Page 8259 Page 3535 Body Control Module (BCM) C4 Part 4 Page 7027 1. Position the spring on the lower control arm. 2. Use the jack stand to raise the lower control arm into position. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the lower control arm to knuckle bolt and nut. ^ Tighten the bolt and nut to 60 Nm (44 ft. lbs.) plus an additional 60 degrees. 4. Install the rear splash shield, pushing the fasteners into the inner fender. 5. Remove the OTC 204-167 or equivalent on vehicle spring compressor to compress the coil spring. 6. Remove the jack stand. 7. Install the rear tire and wheel. 8. Lower the vehicle. Page 431 Pedal Positioning Module: Service and Repair ADJUSTABLE PEDAL MODULE REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) closeout panel. 2. Remove the adjustable pedal module 1 from the side of the I/P support beam. 3. Disconnect the electrical connector from the adjustable pedal module. INSTALLATION PROCEDURE 1. Remove the old 2-sided tape from the I/P support beam. 2. If reinstalling the same adjustable pedal module, install NEW 2-sided tape to the module. 3. Connect the electrical connector to the adjustable pedal module. 4. Install the adjustable pedal module 1 to the side of the I/P support beam. 5. Install the closeout panel. Page 7832 Inflatable Restraint Sensing And Diagnostic Module: Diagrams Inflatable Restraint Sensing and Diagnostic Module (W/ RPO AY1) Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AY1) - Part 1 Page 3257 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The CMP sensor signal is a digital ON/OFF pulse output once per revolution of the camshaft. The CMP sensor does not directly affect the operation of the ignition system. The CMP sensor information is used by the PCM to determine the position of the valve train relative to the crankshaft position. By monitoring the CMP and CKP signals, the PCM can accurately time the operation of the fuel injectors. The PCM supplies the sensor with a 12-volt reference circuit, a low reference circuit, and a signal circuit. Page 3713 Tighten Use the J 39194-B to tighten the sensor to 41 N.m (30 lb ft). 3. Connect the H02S 1 electrical connector. Page 7387 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Use only GM splice sleeves, other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzel and coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp and seal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. Page 1086 Instrument Panel Page 2036 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 734 Top Rear Of Engine Page 1990 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Restraints - Seat Belt Warning Lamp On/Buckling Issues Seat Belt Buckle: Customer Interest Restraints - Seat Belt Warning Lamp On/Buckling Issues INFORMATION Bulletin No.: 09-09-40-001A Date: February 02, 2011 Subject: Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated Models: 2011 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7 X Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-09-40-001 (Section 09 - Restraints). This bulletin is being published to advise dealers about seat belt buckles not operating and/or seat belt warning light illumination, as well as difficulty latching and unlatching the buckle or the buckle release button sticking. Analysis of warranty data has determined that this condition may be caused by sticky beverages being spilled onto or into the seat belt buckle assembly. Foreign debris from food, candy wrappers, paper and coins can also contribute to this condition. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise the customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. Important Never insert anything other than the seat belt latch plate into the buckle assembly. Do not attempt to dig anything out of a buckle with a tool. Never try to wash out a buckle to remove a spilled liquid as this may damage the buckle. Use the following steps to determine the cause of the concern. 1. Inspect the buckle assembly with a light shining on the latch plate insertion area. Look for any debris or foreign objects in the buckle. 2. If any debris or foreign objects are observed, try to vacuum out the item. After the foreign material is removed, latch and unlatch the seat belt. If the system functions properly, do not replace the seat belt buckle assembly. 3. If the condition has not been corrected, inspect the buckle assembly for any sticky residue. If sticky residue is found, inform the customer that a substance was spilled on the seat belt buckle assembly causing the malfunction. The buckle assembly will need to be replaced at the customer's expense. 4. Refer to SI for seat belt component replacement. Important If foreign material (debris) or sticky liquids are the cause of the concern, show the customer the condition of the component (buckle assembly) and explain how it is affecting the function of the restraint system. Strongly recommend that the component be replaced at the customer's expense. Point out the fact that this is not a manufacturing defect and is not covered by the new vehicle warranty. If the customer declines to have parts replaced, the service department management must make a notation on the service record that the lack of functionality of seating position with an inoperative buckle was fully explained to the customer. The service department management must advise customer that having a non-functioning buckle in a seating position voids ability to use that seating position (no one should ride in the seat). Also make the customer aware that it may be against the law to ride in a vehicle without wearing a restraint system. 5. If further restraint diagnosis is required, refer to Seat Belt System Operational and Functional Checks in SI. Page 5144 Positive Temperature Coefficient (PTC) Circuit Breaker: This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES Fuse Types The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken, also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current Page 2875 BCM Scan Tool Output Controls Locations Knock Sensor: Locations Lower Left Front Of Engine Page 722 Steps 10 - 12 Page 6414 C305 Body Harness To RF Pretensioner Jumper Harness Testing and Inspection Ignition Cable: Testing and Inspection SPARK PLUG WIRE INSPECTION Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. Refer to Spark Plug Wire Replacement. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: - Tearing - Piercing - Arcing - Carbon Tracking - Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 8475 12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and remove the tape (B) holding the optic cables. 12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a screwdriver. Remove the secondary catch (E) on the connector and remove the optic cables coming from the OnStar(R) control modules. 12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the secondary catch (E). Connect the connector so that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the locking strip (C). Page 3590 Engine Control Module: Diagrams Powertrain Control Module (PCM) C2 Powertrain Control Module (PCM) C2 Part 1 Locations Page 2307 Engine Mount: Service and Repair Engine Mount Strut Replacement Engine Mount Strut Replacement Removal Procedure 1. Remove the air cleaner assembly. 2. Remove the engine mount strut to engine mount bolts. 3. Rotate the engine mount strut to the vertical position. 4. Remove the engine mount strut to body bolts. 5. Remove the engine mount strut from the vehicle. Installation Procedure Page 180 Service and Repair Oil Pump Drive Shaft: Service and Repair Oil Pump Drive Replacement Removal Procedure 1. Remove the throttle body. 2. Remove the fuel feed pipe from the fuel injector rail. 3. Remove the oil pump drive bolt. 4. Remove the oil pump drive clamp. 5. Remove the oil pump drive. 6. Remove the oil pump drive seal. Installation Procedure Front Wheel Bearing: Service and Repair Front Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Removal Removal Procedure 1. Raise the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft nut. 4. Remove the brake rotor. 5. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 6. Remove the wheel speed sensor connector from the bracket by depressing the locking tabs, if equipped with ABS. Notice: Avoid tool contact to the outer constant velocity boot seal when removing the wheel bearing mounting bolts. Failure to observe this notice may result in damage to the CV boot. 7. Remove the 3 hub and bearing assembly bolts. 8. Install the J 42129 to the hub and bearing assembly in order to remove the hub and bearing assembly from the wheel drive shaft. A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Case: All Technical Service Bulletins A/T - 4L60-E/4L65-E New Pump/Seal/Case/Service Bulletin No.: 04-07-30-023 Date: May 12, 2004 INFORMATION Subject: Oil Pump Assembly Seal and Transmission Case Change Models: 2002-2004 Cars and Light Duty Trucks with 4L60-E or 4L65-E Automatic Transmissions (RPOs M30, M32 or M33) An improved oil pump to case seal design has been made to the 4L60-E/4L65-E transmission. The new design affects the oil pump, the oil pump seal, the transmission pan bolts and the transmission case. The complete design was implemented in three phases. The first phase, beginning in September 2002, relocated the machining of the oil pump 0-ring seal groove in the pump body. The 0-ring seal groove moved 1.6 mm (0.62 in) inward on the pump body in order to place the sealing surface deeper into the case bore. The relocated pump body groove can be identified by measuring the groove location. Pump bodies that measure 2.3 mm (0.09 in) from the machined surface to the groove opening have the relocated 0-ring seal groove. Pump bodies that measure 3.9 mm (0.15 in) are prior to September 2002 design. Page 4397 10. Clean and dry each component. Assembly Procedure 1. Assemble the servo cushion springs and the servo piston onto the servo pin. 2. Install the snap ring onto the servo pin in order to retain the servo cushion springs and servo piston. 3. Assemble new seals onto the servo piston and servo cover. 4. Assemble the servo piston assembly into the servo cover. Lubricate the piston seals with transaxle fluid in order to aid in assembly. Installation Procedure Important: Hand start and tighten the servo cover bolts evenly to prevent damage to the servo cover bore. 1. Install the servo return spring into the transaxle case. 2. Install the servo cover and piston assembly over the servo return spring. 3. Hand start and install the servo cover bolts. Tighten the servo cover bolts to 12 Nm (9 ft. lbs.). 4. Install the oil pan. 5. Lower the vehicle. 6. Remove the AIR. 7. Add DEXRON-III P/N 21019223 transaxle fluid or equivalent to the specified refill capacity. ^ The bottom pan removal capacity is approximately 6.5 Liters (6.9 quarts). ^ The complete overhaul capacity is approximately 9 Liters (9.5 quarts). ^ The dry capacity is approximately 12.2 Liters (12.9 quarts). 8. Start the engine, warm up the transaxle, and check for leaks. 9. Inspect for proper fluid level. Page 6044 For vehicles repaired under warranty, use the table. Disclaimer Page 5872 IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Weather Pack Connectors WEATHER PACK CONNECTORS The following is the proper procedure for the repair of Weather Pack(R) Connectors. Page 2564 6. Reposition the surge tank outlet hose clamp at the surge tank using the J 38185. 7. Remove the surge tank outlet hose from the surge tank. 8. Remove the surge tank. Installation Procedure 1. Install the surge tank outlet hose to the surge tank. 2. Reposition the surge tank outlet hose clamp at the surge tank using the J 38185. 3. Connect the coolant level sensor wire harness connector. 4. Tilt the surge tank and lead the weld seam on the surge tank under the ribs at the rear of the mounting bracket. 5. Press down on the surge tank to engage the mounting tabs. Page 6831 Page 1491 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Page 7321 Air Duct: Service and Repair Air Outlet Duct - Rear Floor, LH AIR OUTLET DUCT REPLACEMENT - REAR FLOOR, LH REMOVAL PROCEDURE 1. Remove the console. 2. Remove the left front seat. 3. Remove the left front carpet retainer. 4. Remove the left center pillar lower garnish molding. 5. Remove the floor carpet enough to access the left rear floor duct. 6. Remove the left rear floor duct. INSTALLATION PROCEDURE 1. Install the left rear floor duct. 2. Install the floor carpet. 3. Install the left center pillar lower garnish molding. 4. Install the left front carpet retainer. 5. Install the left front seat. 6. Install the console. Page 3245 Steps 6-7 Page 3687 Steps 15 - 16 Page 1089 Turn Signal/Multifunction Switch - C2 Part 1 Page 2048 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 4986 For vehicles repaired under warranty, use the table. Disclaimer Page 1882 Fuse Block - Rear C3 Part 1 Page 7439 HVAC Control Module - Part 2 Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Page 5414 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice (not sealed) from the J 38125-D if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRS mating terminals. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves. TOOLS REQUIRED J 38125-D Terminal Repair Kit 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-D in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. Page 6870 Steering Mounted Controls Transmitter: Electrical Diagrams Steering Wheel Controls Diagram Page 5263 Service and Repair Vehicle Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Disconnect the electrical connector. 3. Remove the output speed sensor stud. 4. Remove the output speed sensor from the transaxle case. Important: Inspect the O-ring for damage and replace if necessary. 5. Remove the O-ring from the output speed sensor. Installation Procedure 1. Install the O-ring onto the output speed sensor. 2. install the output speed sensor into the transaxle case. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the output speed sensor stud. Tighten the speed sensor stud to 11 Nm (8 ft. lbs.). 4. Connect the electrical connector. 5. Lower the vehicle. Page 1156 Knock Sensor: Diagrams Knock Sensor (KS) 1 Page 3347 Page 3009 Oxygen Sensor: Service and Repair Heated Oxygen Sensor (HO2S) Replacement Bank 2 Sensor 1 HEATED OXYGEN SENSOR (HO2S) REPLACEMENT BANK 2 SENSOR 1 TOOLS REQUIRED J 39194-B Heated Oxygen Sensor Wrench REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen Sensor (HO2S) Resistance Learn Reset Notice in Service Precautions. IMPORTANT: The heated oxygen sensor (HO2S) 1 may be difficult to remove when engine temperature is less than 48°C (120°F). Excessive force may damage the threads in the exhaust manifold. 1. Disconnect the heated oxygen sensor (HO2S) 1 electrical connector. 2. Use the J 39194-B to remove the HO2S 1. INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is used on the HO2S 1 threads. The compound consists of graphite suspended in fluid and glass beads. The graphite will burn away, but the glass beads will remain, making the sensor easier to remove. New or service sensors will already have the compound applied to the threads. If a sensor is removed from an engine and is to be reinstalled, the threads must have anti-seize compound applied before the reinstallation. 1. Coat the threads of the HO2S 1 with anti-seize compound GM P/N 12377953 or an equivalent, if necessary. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the HO2S 1. Page 3739 Canister Purge Solenoid: Service and Repair EVAPORATIVE EMISSION (EVAP) CANISTER PURGE SOLENOID VALVE REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the evaporative emission (EVAP) canister purge valve electrical connector. 2. Disconnect the EVAP canister purge pipe from the EVAP canister purge valve. 3. Remove the EVAP canister purge valve bolt. 4. Remove the EVAP canister purge valve from the intake manifold. INSTALLATION PROCEDURE 1. Position the EVAP canister purge valve to the intake manifold. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the EVAP canister purge valve bolt. Tighten Tighten the bolt to 10 N.m (89 lb in). 3. Connect the EVAP canister purge pipe to the EVAP canister purge valve. 4. Connect the EVAP canister purge valve electrical connector. Page 12 Page 5404 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. Locations EGR Valve: Locations Top Rear Of Engine A/T Shift Lock Control Assembly Page 3249 BCM Scan Tool Output Controls Page 7899 Brake Pressure Modulator Valve (BPMV) Bracket Replacement Hydraulic Control Assembly - Antilock Brakes: Service and Repair Brake Pressure Modulator Valve (BPMV) Bracket Replacement Brake Pressure Modulator Valve (BPMV) Bracket Replacement Removal Procedure 1. Raise and support the vehicle. 2. Remove the left front tire and wheel assembly. 3. Turn the ignition switch to the OFF position. 4. Remove the 3 nuts that attach the BPMV bracket to the left front wheelhouse. Page 6153 Location View Location View Page 4484 The first phase also machined a case chamfer leading into the pump bore (2). The chamfer is designed to help eliminate possible 0-ring seal damage during pump installation. Phase two modified the case casting and the chamfer into the pump bore. The casting change left additional material in the surrounding pump bore to allow deeper bore machining in order to create the necessary sealing surface for a new pump seal design. The leading surface into the pump bore was also machined with a modified chamfer (1). Page 2436 6. Remove the valve locks. 7. Remove the valve cap. 8. Remove the valve spring. 9. Inspect the valve spring for damage. 10. Remove the valve stem oil seal. Installation Procedure 1. Install the valve stem oil seal. 2. Install the valve spring. 3. Install the valve cap. 4. Compress the valve spring with the J 38606. 5. Install the valve locks. If necessary, hold the valve locks in place with grease. Page 3520 Body Control Module (BCM) C1 Part 4 Locations Right Rear of Engine Compartment Page 7376 9. Use J 38125-12A to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. Diagrams Ambient Light Sensor Page 2276 Page 6402 C206 I/P Harness To Body Harness Part 2 Page 633 Body Control Module (BCM) C1 Part 4 Engine - Drive Belt Misalignment Diagnostics Drive Belt: All Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Page 8460 Claim Information - GM, Saturn Canada and Saab Canada Only Claim Information - Saturn US Only Customer Reimbursement Claims - Special Attention Required Customer reimbursement claims must have entered into the "technician comments" field the CSO # (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any deductibles and taxes paid by the customer. Claim Information - Saab US Only Page 1180 Lower Left Front Of Engine Left Front Of Engine Page 3977 Testing and Inspection Seat Belt Retractor: Testing and Inspection EMERGENCY LOCKING RETRACTORS CAUTION: Perform this test in an area clear of other vehicles or obstructions. Do not conduct this test on the open road. A large, empty parking lot is suitable. Failure to observe this precaution may result in damage to the vehicle and possible personal injury. 1. Fasten the seat belts, an assistant is needed when the retractor under test is not part of the driver seat belt. 2. Accelerate the vehicle slowly to 16 km/h (10 mph) and apply the brakes firmly. 3. Verify that the seat belt locks when braking firmly. 4. If the belt does not lock, proceed with the following steps. 4.1. Remove the seat belt retractor assembly. 4.2. Tilt the seat belt retractor slowly. 4.3. Ensure that the seat belt webbing can be pulled from the retractor at an inclination of 15 degrees or less and cannot be pulled from the retractor at an inclination of 45 degrees or more. 4.4. If the seat belt retractor does not operate as described, replace the retractor assembly. Page 7752 54. Bend flat the twisted connection. 55. Secure and insulate the 3 wire connection to deployment harness using electrical tape. 56. Twist together 2 connector wire leads (the low circuits from both stages of the steering wheel module) to one sets of deployment wires. Refer to SIR Connector End Views in order to determine the correct circuits. 57. Inspect that the 3 wire connection is secure. Page 3565 Steps 1-6 Page 7431 Above Right Front Footwell Instruments - DIC Messages Missing Body Control Module: All Technical Service Bulletins Instruments - DIC Messages Missing Bulletin No.: 05-08-49-011A Date: May 16, 2005 TECHNICAL Subject: Driver Information Center (DIC) Messages Missing (Reprogram BCM) Models: 2004-2005 Chevrolet Malibu 2005 Pontiac G6 Supercede: This bulletin is being updated to provide clarification to enable the Remote Start. Please discard Corporate Bulletin Number 05-08-49-011 (Section 08 - Body and Accessories). Condition Customers that have had the BCM replaced on their vehicle between October 2004 and March 2005 may comment on missing DIC messages. The messages that are not displayed are: - Trunk Ajar - Ice Possible - Door Ajar - Low Fuel - Low Washer Fluid - Change Engine Oil Cause The DIC messages were inadvertently turned off due to the software used to set-up the BCM. Correction PROGRAM THE BCM. DO NOT REPLACE THE RADIO OR BCM. Important: TIS version 3.5 (broadcast to dealers March 21 2005) or later must be loaded into the Techline terminal in order to program the BCM. The BCM can be programmed using SPS (Service Programming System) Pass-Thru Programming. Select the BCM - DIC Message Enable from the "supported controller" section. If the vehicle is equipped with Remote Start, after the BCM is programmed, verify that the remote start feature is still enabled. If necessary, re-enable the remote start. ^ 2005 Model Year Vehicles - Use SPS Pass-Thru Reprogramming to enable the remote start. ^ 2004 Model Year Vehicles - The remote start must be enabled using the Tech 2(R). Important: When performing diagnostics and/or set up procedures on future vehicles, you must have, at a minimum, Tech 2(R) software version 25.002 loaded on your Tech 2(R). Warranty Information Locations Above Right Front Footwell Page 2999 Oxygen Sensor: Diagrams Heated Oxyged Sensor (HO2S)Bank 1 Sensor 1 Inlet Radiator Hose: Service and Repair Inlet Radiator Hose Replacement- Inlet (LX9) ^ Tools Required J 38185 Hose Clamp Pliers Removal Procedure 1. Drain the coolant. 2. Remove the left headlamp. 3. Reposition the radiator inlet hose clamp at the radiator using the J 38185. 4. Remove the radiator inlet hose from the radiator. 5. Reposition the radiator inlet hose clamp at the engine using the J 38185. 6. Remove the radiator inlet hose from the engine. 7. Remove the radiator inlet hose clamps from the radiator inlet hose. Installation Procedure 1. Install the radiator inlet hose clamps to the radiator inlet hose. 2. Install the radiator inlet hose to the engine. 3. Reposition the radiator inlet hose clamp at the engine using the J 38185. 4. Install the radiator inlet hose to the radiator. 5. Reposition the radiator inlet hose clamp at the radiator using the J 38185. 6. Install the left headlamp. 7. Fill the coolant. Page 809 Pedal Positioning Sensor: Description and Operation BRAKE PEDAL POSITION SENSOR CALIBRATION DESCRIPTION AND OPERATION CALIBRATION CRITERIA The brake pedal position sensor receives a low reference signal and a 5-volt reference signal from the BCM. Whenever the brake pedal is applied, the brake pedal position sensor applies a variable voltage signal to the BCM through the stop lamp switch signal circuit. Brake pedal position sensor calibration must be performed after the brake pedal position sensor or body control module (BCM) have been serviced. The calibration procedure will set brake pedal position sensor home value. This value is used by the BCM to determine the action of the driver applying the brake system and to provide this information to the vehicle subsystems via the class 2 communication bus. CALIBRATION PROCEDURE - Install a scan tool. - Turn ON the ignition, with the engine OFF. - Select Diagnostics. - Select the vehicle. - Select Body and Accessories. - Select Lighting Systems. - Select Special Functions. - Select BCM. - Select the BPPS sensor calibration procedure and follow the directions displayed on the screen. Page 363 Page 7697 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. Page 4288 When installing the Recall Identification Label be sure to pull the tab to allow the adhesion of the clear protective covering. Additional Recall Identification Labels for US dealers can be obtained from Dealer Support Materials by either ordering on the web from DWD Store. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product recall is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Recall claim with the information shown. Refer to the General Motors WINS claim Processing Manual for details on Product Recall claim Submission. Customer Notification Customers will be notified of this recall on their vehicles by General Motors (see copy customer letter shown in this bulletin). In order to ensure full protection under the emission warranty, and the right to participate in future recalls, the customer notification letter recommends that customers have their vehicles serviced as soon as possible. It also advises that failure to do so could legally be determined to be lack of proper maintenance. The vehicle may fail a state or local emission inspection test if the recall work is not completed. Dealer Recall Responsibility All unsold new vehicles in dealers' possession and subject to this recall MUST be held and inspected/repaired per the service procedure of this recall bulletin BEFORE customers take possession of these vehicles. Dealers are to service all vehicles subject to this recall at no charge to customers, regardless of mileage, age of vehicle, or ownership, from this time forward. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. This could be done by mailing to such customers a copy of the customer letter shown in this bulletin. Recall follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, please take the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle. When a California emissions recall is completed by a GM dealer, the dealer must provide the vehicle owner a "Proof Of Correction Certificate" which the owner may need to present to the California Department Of Motor Vehicles (DMV) when renewing their vehicle registration. Without this correction certificate, the owner may be unable to renew their vehicle registration. Additional Certificates can be obtained, at no charge, from Dealer Support Materials. Disclaimer Page 7716 Page 6689 Important: Before installing the motor/module assembly (2), verify the rotor isolator bumper (1) is installed into the rotor isolator (3) in the motor/module assembly (2). 1. Fit the motor/module assembly rotor isolator over the steering column assist mechanism input shaft. Notice: Refer to Fastener Notice in Service Precautions. 2. Use a M6x1 TORX head bit to attach the motor/module assembly (2) to the steering column with the two new TORT bolts (1). ^ Tighten the steering column bolts to 9 Nm (80 inch lbs.). 3. Connect the sensor wire harness (3) to the motor/module assembly (2). 4. Install the sensor wire harness strap clip (4) into the motor/module assembly (2). 5. Perform the Control Module Set Up. Recall 04V190000: ABS Controller Defect/Reprogramming Electronic Brake Control Module: Recalls Recall 04V190000: ABS Controller Defect/Reprogramming Make / Models : Model/Build Years: Chevrolet / Malibu 2004 MANUFACTURER: General Motors Corp. NHTSA CAMPAIGN ID Number : 04V190000 Recall Date : APR 16, 2004 COMPONENT: Service Brakes, Hydraulic: Antilock: Control Unit/Module Potential Number Of Units Affected : 65439 SUMMARY: Some of these passenger vehicles have an electronic control unit (ECU) that may calculate a higher than actual vehicle speed because of an erratic rear-wheel speed sensor signal, and cause ABS activation where it is not needed or needed ABS activation to be extended during braking as the vehicle speed drops to about 3 MPH. CONSEQUENCE: Unexpected ABS activiation could increase stopping distance up to about 11 feet dpending on the grade of the road, increasing the risk of a crash. REMEDY: Dealers will reprogram the ABS controller. Owner notification began on June 16, 2004. Owners should contact Chevrolet at 1-800-630-2438. NOTES: GM Recall NO. 04030. Customers can also contact The National Highway Traffic Safety Administrations Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236). Page 8027 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 1365 Left Front Door CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure CKP SYSTEM VARIATION LEARN PROCEDURE 1. Install a scan tool. 2. Monitor the powertrain control module (PCM) for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 3. Select the crankshaft position variation learn procedure with a scan tool. 4. The scan tool instructs you to perform the following: 4.1. Accelerate to wide open throttle (WOT). 4.2. Observe fuel cut-off for applicable engine. 4.3. Release throttle when fuel cut-off occurs. 4.4. Engine should not accelerate beyond calibrated RPM value. 4.5. Release throttle immediately if value is exceeded. 4.6. Block drive wheels. 4.7. Set parking brake. 4.8. DO NOT apply brake pedal. 4.9. Cycle ignition from OFF to ON. 4.10. Apply and hold brake pedal. 4.11. Start and idle engine. 4.12. Turn the A/C OFF. Vehicle must remain in Park or Neutral. The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: Crankshaft position (CKP) sensors activity-If there is a CKP sensor condition, refer to the applicable DTC. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 5. Enable the CKP system variation learn procedure with the scan tool and perform the following: IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. - Accelerate to WOT. - Release throttle when fuel cut-off occurs. 6. The scan tool displays Learn Status: Learned this ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 7. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether or not DTC P0315 is set: An engine replacement - A PCM replacement - A harmonic balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. Service and Repair Vehicle Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure Caution: Ensure that the vehicle is properly supported and squarely positioned. To help avoid personal injury when a vehicle is on a hoist, provide additional support for the vehicle on the opposite end from which the components are being removed. 1. Position the vehicle on a hoist and raise the vehicle. 2. Disconnect the electrical connector. 3. Remove the output speed sensor stud. 4. Remove the output speed sensor from the transaxle case. Important: Inspect the O-ring for damage and replace if necessary. 5. Remove the O-ring from the output speed sensor. Installation Procedure 1. Install the O-ring onto the output speed sensor. 2. install the output speed sensor into the transaxle case. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the output speed sensor stud. Tighten the speed sensor stud to 11 Nm (8 ft. lbs.). 4. Connect the electrical connector. 5. Lower the vehicle. Page 8225 OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 2475 Steps 3 - 4 Page 1406 IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. Page 6313 Fuse Block - Rear C1 Part 5 Page 2674 Engine Coolant Temperature (ECT) Sensor Page 4414 Page 639 Body Control Module (BCM) C2 Part 5 Page 4446 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Locations Control Module HVAC: Locations Instrument Panel Page 1330 rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J 38125-D Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J 38125-D contains the following items: Special sealed splices-In order to repair the GMLAN wiring - A wire stripping tool - A special crimping tool - A heat torch The sealed splices have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J 38125-D also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J 38125-D. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Wiring Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR Page 7366 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 4920 8. Remove the transmission mount and bracket through the left side of the vehicle. Installation Procedure 1. Install the transmission mount and bracket through the left side of the vehicle. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the transmission bracket to frame bolts. Tighten the nuts to 50 Nm (37 ft. lbs.). 3. Connect the HO2 sensor harness to the transmission mount bracket. 4. Install the transmission mount to transmission bolts. Tighten the bolts to 90 Nm (66 ft. lbs.). Page 7572 Hose/Line HVAC: Service and Repair Liquid Line Replacement LIQUID LINE REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the refrigerant pressure sensor wire harness connector. 3. Remove the refrigerant pressure sensor. 4. Remove the liquid line bracket bolt. 5. Remove the air cleaner assembly. 6. Remove the surge tank from the surge tank bracket. 7. Remove the suction hose and liquid line nut from the thermal expansion valve (TXV). 8. Remove the suction hose and liquid line from the TXV. 9. Remove the suction hose from the dash clip. 10. Remove the liquid line from the dash clip. 11. Raise the vehicle. Refer to Vehicle Lifting. Page 6663 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 3908 estimated to be in the fuel tank. Instruct the customer to add the reminder of the bottle of Port Fuel Injector Cleaner to the vehicle fuel tank at the next fill-up. 18. Advise the customer to change brands of fuel and to add GM Port Fuel Injector Cleaner every 5000 km (3,000 mi). GM Port Fuel Injector Cleaner contains the same additives that the fuel companies are removing from the fuel to reduce costs. Regular use of GM Port Fuel Injector Cleaner should keep the customer from having to repeat the injector cleaning procedure. 19. Road test the vehicle to verify that the customer concern has been corrected. Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Procedures Seat Heater Control Module: Procedures HEATED SEAT CONTROL MODULE REPLACEMENT - FRONT REMOVAL PROCEDURE 1. Remove the front seat. 2. Disconnect the electrical connection from the heated seat control module. 3. Remove the fastener from the heated seat control module. Page 2966 Lower Left Front Of Engine Page 3976 Fuel Gauge Sender: Specifications Page 315 For vehicles repaired under warranty use, the table. Disclaimer Page 653 Body Control Module - C1 Part 4 Page 2853 Body Control Module - C4 Part 2 Campaign - Deactivation Of Analog OnStar(R) Technical Service Bulletin # 08089C Date: 081118 Campaign - Deactivation Of Analog OnStar(R) # 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008) Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION Page 6954 1. Raise and support the vehicle. 2. Remove the tire and wheel. 3. Remove the rear spring. 4. Remove the lower control arm to support assembly bolt and nut. 5. Remove the lower control arm from the vehicle. 6. Remove the lower control arm spring insulators. Inspect the lower spring insulator for damage and replace as necessary. Installation Procedure 1. Install the lower control arm spring insulators. 2. Position the lower control arm to the support assembly. Notice: Refer to Fastener Notice in Service Precautions. 3. Install the lower control arm to support assembly bolt and nut. ^ Tighten the nut and bolt to 110 Nm (81 ft. lbs.). 4. Install the rear spring. 5. Install the tire and wheel. 6. Lower the vehicle. 7. Check the rear alignment. Page 6864 - Perform one of the following items in order to find the correct wire size: - Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper sealed splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J 38125-D in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool. 6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released. The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: Page 7695 12. Disconnect the roof rail module-left connector from the vehicle harness connector. 13. Remove the LH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Left connector (4). 15. Remove the SIS-Left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Left go to step 3. To enable the roof rail module-left go to step 7, and to enable the seat belt pretensioner-LF go to step 9. 3. Install the SIS-Left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Left connector (4). Page 1583 Spark Plug: Testing and Inspection SPARK PLUG INSPECTION SPARK PLUG USAGE - Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. - Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling - colder plug - Pre-ignition causing spark plug and/or engine damage - hotter plug SPARK PLUG INSPECTION - Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. - Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. Page 1299 Page 5967 Location View Location View Page 1447 Instrument Panel Page 5155 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Capacity Specifications Fluid - A/T: Capacity Specifications Transmission Fluid Pan Removal ........................................................................................................ ............................................................................................. 8.5L (8.9 Qt) Overhaul ........................... .............................................................................................................................................................. ................... 9.0L (9.5 Qt) Dry .............................................................................................................. .................................................................................................. 12.2L (12.9 Qt) Page 5931 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA and/or the secondary locks. Pull to Seat Connectors PULL TO SEAT CONNECTORS TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in) behind the connector before removal. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA and/or the secondary locks. Micro .64 Connectors MICRO.64 CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. Page 5187 1. Route the shift lock control solenoid through the opening in the front of the control assembly. 2. Attach the ball-sockets to the control assembly body and the shift-lock control lever. 3. Connect the electrical connector to the Shift Lock Control Solenoid. 4. Install the automatic transaxle control assembly. Page 5350 Instrument Panel Page 7361 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 7932 Seat Belt Switch Page 7812 Inflatable Restraint Side Impact Module - Right (With RPO Code AY1) Page 3400 Steps 1-3 OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 1908 Application Table Part 2 Page 2760 Disclaimer Page 4728 3. Install the transaxle oil cooler line assembly to the transaxle. 4. Install the transaxle oil cooler line assembly nut. Tighten the oil cooler line assembly nut to 7 Nm (62 inch lbs.). 5. Lower the vehicle. 6. Add fluid to the transaxle. 7. Start the engine and check for leaks. Page 2476 Steps 5 - 6 Page 6713 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the BCM fuse center. 6. To disable the seat belt pretensioner-LF go to step 7. To disable the roof rail module-left go to step 10 and for the side impact sensor (SIS)-Left go to step 13. 7. Remove the lower center pillar trim. 8. Remove the connector position assurance (CPA) from the seat belt pretensioner-LF connector. 9. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. 10. Remove the garnish molding from the upper lock pillar. 11. Remove the CPA from the roof rail module-left connector. Page 8376 ^ On 2002 Sevilles and DeVilles, the GPS jumper cable MUST be unclipped from the back seat cross brace, or unplugged from the VCIM first. DO NOT pull back on the mounting bracket until the GPS antenna jumper cable is unclipped from the back seat cross brace or unplugged from the VCIM. The short length of jumper cable does not allow the VCIM mounting bracket to be pulled back very far, and could lead to a break at the VCIM connector. ^ On 2000-2002 Bonnevilles and LeSabres and 2001-2002 Auroras you will need to follow these steps: 1. Remove the 4 nuts that secure the VCU/VIU bracket assembly to the rear seat back brace. Note: Save these nuts for later use. 2. Remove and discard the plastic VCU/VIU bracket assembly from the vehicle. 3. Remove the upper right stud (1) from the rear seat back brace and re-install in the middle lower slot (2) on the brace. Tighten the fastener to 4 Nm (36 lb in). 4. Position the new VCIM in the vehicle over the studs on the rear seat back brace. 5. Install two of the nuts saved from step (1). Tighten the nuts to 4 Nm (36 lb in). 6. Connect the new OnStar jumper harness supplied in the kit to the VCIM (two white connectors) and the body wiring harness (C345 connector). 7. Connect the small coaxial jumper cable supplied in the kit, to the VCIM, with the end that has a blue plastic housing connector. Plug the other end of this coaxial jumper cable to the OnStar Global Positioning Satellite (GPS) antenna coaxial cable at the right angle connector. Note: The GPS cable in the new OnStar jumper harness is not utilized. 8. Connect the cellular coaxial cable to the OnStar VCIM. On 2001 Impala and Monte Carlos you will need to follow these steps: 9. Remove the Vehicle Communications Unit (VCU) and Vehicle Interface Unit (VIU) following the procedures listed in SI. Save the bracket nuts for later use. Page 700 Powertrain Control Module (PCM) C1 Part 2 Page 3000 Heated Oxygen Sensor (HO2S) Bank 2 Sensor 1 Page 493 13. Install the two bolts. Tighten Tighten the two bolts to 115 Nm (85 lb-ft). 14. Install the rear tire and wheel assembly. Install the wheel nuts. Tighten Tighten the wheel nuts to 140 Nm (103 lb-ft). 15. If necessary, perform Steps 3-14 on the other wheel bearing assembly. 16. Lower the vehicle. 17. Pump the brake pedal 2-3 times in order to seat the rear disc brake pads to the rotor. Front Wheel Hub: Service and Repair Front Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Removal Removal Procedure 1. Raise the vehicle. 2. Remove the tire and wheel assembly. 3. Remove the wheel drive shaft nut. 4. Remove the brake rotor. 5. Disconnect the electrical connector from the wheel speed sensor, if equipped with ABS. 6. Remove the wheel speed sensor connector from the bracket by depressing the locking tabs, if equipped with ABS. Notice: Avoid tool contact to the outer constant velocity boot seal when removing the wheel bearing mounting bolts. Failure to observe this notice may result in damage to the CV boot. 7. Remove the 3 hub and bearing assembly bolts. 8. Install the J 42129 to the hub and bearing assembly in order to remove the hub and bearing assembly from the wheel drive shaft. Page 5406 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Page 7164 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 8348 these systems will then completely power OFF. OnStar(R) Module Expected Current Draw The expected current draw of the OnStar(R) module in various ignition modes are as follows: ^ Ignition ON ‐ 240 to 400 mA ^ Ignition OFF ‐ 3 to 20 mA for 48 hours ^ Ignition OFF ‐ 0.2 to 0.8 mA after 48 hours (120 hours on specified vehicle communication platforms (VCPs)). Note During extended voltage testing for battery parasitic draw, it is possible to observe a voltage spike caused by the following: ^ A cellular registration call that was triggered by the local cellular system. ^ The OnStar(R) system has set a monthly trigger for a vehicle data upload call for the OnStar(R) Vehicle Diagnostic E‐mail upload. OnStar(R) System States of Readiness The OnStar(R) system will use the following 4 states of readiness, depending upon the type of cellular market the vehicle is in when the ignition is turned OFF. ^ High power ^ Low power ^ Sleep ^ Digital standby The high power state is in effect whenever the ignition is in the ON or RUN position, retained accessory power (RAP) is enabled, and/or the OnStar(R) system is sending or receiving calls or when the system is performing a remote function. The low power state is in effect when the OnStar(R) system is idle with the ignition in the ON or RUN position, or with RAP enabled. The sleep state is entered after the vehicle has been shut OFF and the RAP has timed out. At a predetermined time recorded within the VCIM, the system re-enters the low power state to listen for a call from the OnStar(R) Call Center for 1 minute. After this interval, the system will again return to the sleep state for 9 minutes. If a call is sent during the 1 minute interval, the OnStar(R) system will receive the call and immediately go into the high power mode to perform any requested functions. If a call is not received during the 1 minute interval, the system will go back into the sleep mode for another 9 minutes. This process will continue for up to 48 hours, after which the OnStar(R) system will turn OFF until the ignition is turned to the ON or RUN position. The digital standby power state is entered after the vehicle has been shut off and the RAP has timed out while in a digital cellular area. When in digital standby mode, the OnStar(R) module is able to perform all remote functions as commanded by an OnStar(R) advisor at any time, for a continuous 48 hours. After 48 hours, the OnStar(R) module will go into sleep mode until a wake up signal from the vehicle is seen by the CIM. If the OnStar module loses the digital cellular signal it will revert to analog mode and follow the standard sleep state (9 minutes OFF, 1 minute standby) based on the time of the GPS signals, this will continue until a digital cellular signal is again received. If the OnStar(R) system loses battery power while the system is in a standby or sleep mode, the system will remain OFF until battery power is restored and the ignition is turned to the ON or RUN position. Deactivated OnStar(R) Accounts In the event that a customer has not upgraded their vehicle to a digital system, the account has been deactivated. The customers have been previously notified of the steps required to upgrade their vehicles. After the OnStar(R) account has been deactivated, customers will experience the following: ^ The OnStar(R) status LED will not illuminate ^ The OnStar(R) system will NOT attempt to connect to the OnStar(R) Call Center in the event of a collision or if the vehicle's front air bags deploy for any other reason. ^ An emergency button press will result in a demo message being played, indicating the service has been deactivated and needs to be upgraded. Page 7159 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 7383 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 29 2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a source of contamination as well. 3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation. 4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question. Testing For Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the Ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage refer to the next step. 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting With A Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: - Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Page 1067 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Insure that the terminal is locked in place by gently pulling on the wire. 3. To assemble the connector, reverse the Terminal Removal Procedure. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J 38125-D Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals - Weather Pack(R) terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-D contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss. For Weather Pack(R) terminals, remove the seal. 2. Apply the correct seal per gage size of the wire. For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal. For Weather Pack(R) terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings. For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the terminal. Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker: This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. CKP System Variation Learn Procedure Crankshaft Position Sensor: Service and Repair CKP System Variation Learn Procedure CKP SYSTEM VARIATION LEARN PROCEDURE 1. Install a scan tool. 2. Monitor the powertrain control module (PCM) for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 3. Select the crankshaft position variation learn procedure with a scan tool. 4. The scan tool instructs you to perform the following: 4.1. Accelerate to wide open throttle (WOT). 4.2. Observe fuel cut-off for applicable engine. 4.3. Release throttle when fuel cut-off occurs. 4.4. Engine should not accelerate beyond calibrated RPM value. 4.5. Release throttle immediately if value is exceeded. 4.6. Block drive wheels. 4.7. Set parking brake. 4.8. DO NOT apply brake pedal. 4.9. Cycle ignition from OFF to ON. 4.10. Apply and hold brake pedal. 4.11. Start and idle engine. 4.12. Turn the A/C OFF. Vehicle must remain in Park or Neutral. The scan tool monitors certain component signals to determine if all the conditions are met to continue with the procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: Crankshaft position (CKP) sensors activity-If there is a CKP sensor condition, refer to the applicable DTC. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 5. Enable the CKP system variation learn procedure with the scan tool and perform the following: IMPORTANT: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. - Accelerate to WOT. - Release throttle when fuel cut-off occurs. 6. The scan tool displays Learn Status: Learned this ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle in Vehicle DTC Information for the applicable DTC. 7. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully. The CKP system variation learn procedure is also required when the following service procedures have been performed, regardless of whether or not DTC P0315 is set: An engine replacement - A PCM replacement - A harmonic balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. Page 4367 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Replacement Procedure Important: Retainer clips hold in each of the valve line-ups. Use a small screwdriver in order to remove the retainer clips. Be careful not to score the valve body when removing the retainer clips and valves. Before removing the valve line-ups, inspect each valve line-up for freedom of movement. 1. Remove the transmission side cover. 2. Remove the TCC solenoid retainer clip (304), the TCC solenoid (335), with two O-rings (337, 338), and screen, the TCC regulated apply valve (339) and the spring (340). Installation Procedure 1. Install the spring (340), the TCC regulated apply valve (339), the TCC solenoid (335) with two O-rings (337 and 338) and screen, and the TCC solenoid retainer clip (304). 2. Install the transmission side cover. Page 1766 Coolant: Fluid Type Specifications ENGINE COOLANT The cooling system in your vehicle is filled with DEX-COOL engine coolant. This coolant is designed to remain in your vehicle for 5 years or 150,000 miles (240 000 km), whichever occurs first, if you add only DEX-COOL extended life coolant. A 50/50 mixture of clean, drinkable water and DEX-COOL coolant will: ^ Give freezing protection down to -34°F (-37°C). ^ Give boiling protection up to 265°F (129°C). ^ Protect against rust and corrosion. ^ Help keep the proper engine temperature. ^ Let the warning lights and gages work as they should. NOTICE: Using coolant other than DEX-COOL may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50 000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX-COOL (silicate-free) coolant in your vehicle. WHAT TO USE Use a mixture of one-half clean, drinkable water and one-half DEX-COOL coolant which won't damage aluminum parts. If you use this coolant mixture, you don't need to add anything else. CAUTION: Adding only plain water to your cooling system can be dangerous. Plain water, or some other liquid such as alcohol, can boil before the proper coolant mixture will. Your vehicle's coolant warning system is set for the proper coolant mixture. With plain water or the wrong mixture, your engine could get too hot but you would not get the overheat warning. Your engine could catch fire and you or others could be burned. Use a 50/50 mixture of clean, drinkable water and DEX-COOL coolant. NOTICE: If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. If you have to add coolant more than four times a year, check your cooling system. NOTICE: If you use the proper coolant, you do not have to add extra inhibitors or additives which claim to improve the system. These can be harmful. Page 6316 Fuse Block - Rear C2 Part 1 Page 3835 Fuel: Specifications GASOLINE OCTANE Use regular unleaded gasoline with a posted octane of 87 or higher. If the octane is less than 87, you may get a heavy knocking noise when you drive. If this occurs, use a gasoline rated at 87 octane or higher as soon as possible. Otherwise, you might damage your engine. A little pinging noise when you accelerate or drive uphill is considered normal. This does not indicate a problem exists or that a higher-octane fuel is necessary. If you are using 87 octane or higher-octane fuel and hear heavy knocking, your engine needs service. GASOLINE SPECIFICATIONS It is recommended that gasoline meet specifications which were developed by automobile manufacturers around the world and contained in the World-Wide Fuel Charter which is available from the Alliance of Automobile Manufacturers at www.autoalliance.org/fuel_charter.htm. Gasoline meeting these specifications could provide improved driveability and emission control system performance compared to other gasoline. In Canada, look for the "Auto Makers' Choice" label on the pump. CALIFORNIA FUEL If your vehicle is certified to meet California Emission Standards (see the underhood emission control label), it is designed to operate on fuels that meet California specifications. If this fuel is not available in states adopting California emissions standards, your vehicle will operate satisfactorily on fuels meeting federal specifications, but emission control system performance may be affected. The malfunction indicator lamp may turn on (see Malfunction Indicator Lamp ) and your vehicle may fail a smog-check test. If this occurs, return to your authorized GM dealer for diagnosis. If it is determined that the condition is caused by the type of fuel used, repairs may not be covered by your warranty. ADDITIVES To provide cleaner air, all gasoline in the United States are now required to contain additives that will help prevent engine and fuel system deposits from forming, allowing your emission control system to work properly. You should not have to add anything to your fuel. However, some gasoline contain only the minimum amount of additive required to meet U.S. Environmental Protection Agency regulations. General Motors recommends that you buy gasoline that are advertised to help keep fuel injectors and intake valves clean. If your vehicle experiences problems due to dirty injectors or valves, try a different brand of gasoline. Gasoline containing oxygenates, such as ethers and ethanol, and reformulated gasoline may be available in your area to contribute to clean air. General Motors recommends that you use these gasoline, particularly if they comply with the specifications described earlier. NOTICE: Your vehicle was not designed for fuel that contains methanol. Do not use fuel containing methanol. It can corrode metal parts in your fuel system and also damage the plastic and rubber parts. That damage would not be covered under your warranty. Some gasoline that are not reformulated for low emissions may contain an octane-enhancing additive called methylcyclopentadienyl manganese tricarbonyl (MMT); ask the attendant where you buy gasoline whether the fuel contains MMT. General Motors does not recommend the use of such gasoline Fuels containing MMT can reduce the life of spark plugs and the performance of the emission control system may be affected. The malfunction indicator lamp may turn on. If this occurs, return to your authorized GM dealer for service. FUELS IN FOREIGN COUNTRIES If you plan on driving in another country outside the United States or Canada, the proper fuel may be hard to find. Never use leaded gasoline or any other fuel not recommended in the previous text on fuel. Costly repairs caused by use of improper fuel would not be covered by your warranty. To check the fuel availability, ask an auto club, or contact a major oil company that does business in the country where you will be driving. Page 8349 ^ An OnStar(R) Call Center button press WILL NOT connect the vehicle with OnStar(R). The vehicle must be upgraded to reactivate the account. The customer will hear a demo message stating that there is not a current OnStar(R) subscription for the vehicle. The message will also instruct the customer how to upgrade and reactivate services. ^ OnStar(R) personal calling (OPC) will not be available, as this feature requires the customer to have a current OnStar(R) account. Attempts to use this feature will result in cellular connection failure messages and the inability to connect to the number dialed. Note For deactivated vehicles, a no connect response should be considered normal system operation. Further diagnosis and subsequent repair is only necessary should the customer elect to become an active OnStar(R) subscriber and upgrade the account subscription. OnStar(R) Cellular, GPS, and Diagnostic Limitations The proper operation of the OnStar(R) System is dependent on several elements outside the components integrated into the vehicle. These include the National Cellular Network Infrastructure, the cellular telephone carriers within the network, and the GPS. The cellular operation of the OnStar(R) system may be inhibited by factors such as the users range from a digital cellular tower, the state of the cellular carrier's equipment, and the location where the call is placed. Making an OnStar(R) key press in areas that lack sufficient cellular coverage or have a temporary equipment failure will result in either the inability of a call to complete with a data transfer or the complete inability to connect to the OnStar(R) Call Center. The OnStar(R) system may also experience connection issues if the identification numbers for the module, station identification number (STID), electronic serial number (ESN) or manufacturers electronic ID (MEID), are not recognized by the cellular carriers local signal receiving towers. The satellites that orbit earth providing the OnStar system with GPS data have almost no failures associated with them. In the event of a no GPS concern, the failure will likely lie with the inability of the system to gain GPS signals because of its location, i.e. in a parking structure, hardware failure, or being mistaken with an OnStar(R) call which has reached the Call Center without vehicle data. During diagnostic testing of the OnStar(R) system, the technician should ensure the vehicle is located in an area that has a clear unobstructed view of the open sky, and preferably, an area where digital cellular calls have been successfully placed. These areas can be found by successfully making an OnStar(R) keypress in a known good OnStar(R) equipped vehicle and confirming success with the OnStar(R) Call Center advisor. Such places can be used as a permanent reference for future OnStar(R) testing. Mobile Identification Number and Mobile Directory Number The vehicle communication interface module (VCIM) utilizes 2 numbers for cellular device identification, call routing and connection. They are: ^ A mobile identification number (MIN) ^ A mobile directory number (MDN) Note The MIN represents the number used by the cellular carrier for call routing purposes. The MDN represents the number dialed to reach the cellular device. Diagnostic Information Symptoms - Cellular Communication The following steps must be completed before using the symptom table. 1. Perform the Diagnostic System Check - Vehicle, before using the Symptom Tables in order to verify that the following are true: ^ There are no DTCs set. ^ The control modules can communicate via the serial data link. 2. Review the system operation in order to familiarize yourself with the system functions. Refer to Radio/Audio System Description and Operation in SI. Diagnostic Starting Point - Displays and Gages Begin the displays and gages system diagnosis with Diagnostic System Check - Vehicle or the audible warning system diagnosis with Diagnostic System Page 5861 High Temperature Conditions Tools Required J 25070 Heat Gun If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. Low Temperature Conditions Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable of producing air stream temperatures down to -18°C (0°F) from one end and 71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. Page 6179 For vehicles repaired under warranty, use the table. Disclaimer Page 5674 Air Outlet Duct - Center Air Duct: Service and Repair Air Outlet Duct - Center AIR OUTLET DUCT REPLACEMENT - CENTER REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) center trim panel. 2. Remove the center air outlet duct. INSTALLATION PROCEDURE 1. Install the center air outlet duct. 2. Install the I/P center trim panel. Fuse Block - Rear Label Fuse Block: Application and ID Fuse Block - Rear Label Location View Application Table Part 1 Page 982 Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview DIAGNOSTIC STARTING POINT - COMPUTER/INTEGRATING SYSTEMS Begin the system diagnosis with Diagnostic System Check - Vehicle in Vehicle DTC Information. The Diagnostic System Check - Vehicle will provide the following information: - The identification of the control modules which are not communicating. - The identification of any stored diagnostic trouble codes (DTCs) and their status. The use of the Diagnostic System Check - Vehicle will identify the correct procedures to begin vehicle diagnosis. These must be performed before system DTC or symptom diagnosis. Page 5860 Starter Motor: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 1901 Fuse Block - Underhood C4 Specifications Valve Spring: Specifications Valve Springs Valve Spring Free Length .................................................................................................................... .............................................. 48.5 mm (1.89 inch) Valve Spring Installed Height .......................................................................................................................................................... 43.2 mm (1.701 inch) Valve Spring Load - Closed ......................................................................................................................................... 320 N 43.2 mm (75 lb 1.701 inch) Valve Spring Load - Open .......................................................................................................................................... 1036 N 32 mm (230 lb 1.260 inch) Valve Spring Total Number of Coils ............................................................... ........................................................................................................... 6.55 Page 7754 62. Disconnect the passenger/right seat belt pretensioner yellow connector (1) from the vehicle wiring harness located under the rear of passenger seat. 63. Cut the harness connector out of the vehicle, leaving at least 16 cm (6 in) of wire at the connector. 64. Strip 13 mm (0.5 in) of insulation from each of the connector wire leads. 65. Cut two 6.1 m (20 ft) deployment wires from a 0.8 mm (18 gage) or thicker multi-strand wire. These wires will be used to fabricate the right seat belt pretensioner deployment harness. 66. Strip 13 mm (0.5 in) of insulation from both ends of the wires cut in the previous step. 67. Twist together one end from each of the wires in order to short the wires. 68. Twist together one connector wire lead to one deployment wire. Page 6451 C319 Body Harness To Left Inflatable Restraint Side Impact Module Jumper Harness TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 8038 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 2830 Body Control Module (BCM) C3 Part 4 Page 1725 Heater Hose: Service and Repair Heater Hose - Outlet HEATER HOSE REPLACEMENT - OUTLET TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the coolant. Refer to Draining and Filling Cooling System. 2. Remove the surge tank from the surge tank bracket. 3. Reposition the heater outlet hose clamp at the heater core using the J 38185. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Remove the heater outlet hose from the heater core. 6. Remove the heater outlet hose from the engine. 7. Remove both heater outlet hose clamps from the heater outlet hose. INSTALLATION PROCEDURE 1. Install both heater outlet hose clamps to the heater outlet hose. 2. Install the heater outlet hose to the engine. 3. Install the heater outlet hose to the heater core. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Reposition the heater outlet hose clamp at the heater core using the J 38185. 6. Install the surge tank to the surge tank bracket. 7. Fill the coolant. Refer to Draining and Filling Cooling System. Page 4032 3. Clean the area around and below the cover. 4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 8496 Labor Time Information Page 3543 Body Control Module: Diagrams Body Control Module (BCM) C2 Body Control Module - C2 Part 1 Page 7951 4. Install the rear window trim panel. 5. Install the rear seat cushion. Page 3795 Accelerator Pedal Position (APP) Sensor Page 1926 Location View Location View Page 1417 Window Switch - Driver C1 Part 2 Page 1050 Headlamp Switch: Diagnostic Aids Basic Knowledge Required BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service data. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: CAUTION: Refer to SIR Caution in Service Precautions. - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: - Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. Salt Water Spray Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. Page 5041 15. Crimp the seal retaining clamp (1) using J 35910. Crimp the clamp (1) to 174 Nm (130 ft. lbs.). 16. Check the gap dimension on the clamp ear. Continue tightening until the gap dimension is reached. Dimension a= 1.9 mm (5/64 inch). Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Remove the battery negative cable from the battery. 2. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 3. Remove the electrical connector from the engine oil pressure sensor. 4. Remove tine engine oil pressure switch Installation Procedure Notice: Refer to Fastener Notice in Service Precautions. 1. Install the engine oil pressure switch. ^ Tighten the switch to 16 Nm (12 ft. lbs.). 2. Install the electrical connector to the engine oil pressure switch. 3. Lower the vehicle. 4. Install the battery negative cable to the battery. Page 8379 5. Choose the outstanding core you wish to process, by selecting the Virtual Core Button on the far right side of the screen. 6. Enter the information in the required fields and select the submit button. Record the confirmation number. Canadian Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto https://adt.onstar.gm.mass.ca and enter information as prompted. All Dealers If the website indicates that the VCIM needs to be physically returned to the distributor, please use the pre-paid shipping label that was included in the kit to return the removed VCIM. Important: To avoid a $250 core non-return charge, you must do one of the following within 30 days of kit shipment: 1. Submit the necessary VCIM data through the website, as indicated above. 2. Mail the removed core from the customer's vehicle back to the distributor. 3. Return the unused digital upgrade kit back to the distributor using the pre-paid shipping label that is included in the kit box. Returning the Upgraded Vehicle to the Customer Returning the Upgraded Vehicle to the Customer 1. Place the new OnStar Subscriber Information (Owner's Manual kit) in the customer's vehicle where they can review some of the new features of the Digital-Capable system. The continuous digit dialing feature should be highlighted to the customer to avoid a return to the dealership for dialing instructions. Advise the customer to discard any existing OnStar(R) Owner's Manuals that may be in the vehicle. 2. Have the Service Advisor, Service Manager or Sales Consultant review the new OnStar(R) Hands-Free Calling procedure with the customer. The customer is uses to their analog OnStar(R) Hands-Free Calling system, which uses individual digit dial to make a call. The Generation 6 Digital-Capable system uses continuous digit dial, and the customer needs to be made aware of this change. 3. U.S. Dealers Only: Staple the "Tip Sheet - OnStar(R) Generation 6 Digitally-Capable System", that was included in the kit, to the customer's copy of the repair order. This tip sheet will help your customer better understand their new OnStar(R) system. 4. Canadian Dealers Only: Refer the customer to the Hands-Free Calling Quick Review Card from the new OnStar(R) Owner's Manual kit for help with the new dialing procedure. 5. Fill out the form entitled "GM Limited Warranty for Upgraded OnStar(R) Digital Equipment Program Participants" and staple a copy of this to the customer's repair order. You may want to keep a copy for your records. 6. Encourage your customer to press their blue OnStar(R) button the next day. The OnStar(R) Advisor will be able to review some of the new features of their digital OnStar(R) system. Closing the Onstar(R) Upgrade Exchange Closing the OnStar(R) Upgrade Exchange 1. Collect payment from the customer. Your dealership's open account (sales) will be charged for the cost of the chosen subscription plan, any applicable subscription taxes, and the $15 upgrade charge after the vehicle has been configured through the TIS2WEB process. 2. None of the costs associated with the OnStar Digital Upgrade program may be claimed as a GM goodwill event. These costs must be paid by the customer, and may not be included in any goodwill offered to the customer. GM employees or representatives or field personnel are not able to offer goodwill for this program. If the dealership decides to pay for the upgrade for their customer, be aware that your GM or OnStar(R) contact will not be able to reimburse you for this cost. 3. Use labor code Z2096 to submit your claim for the labor time published below plus 0.2 hr Administrative Allowance and an additional $20.00 Net Amount. ^ For all dealer claim submissions (excluding U.S. Saturn), use Complaint Code MH - Technical Bulletin, and Failure Code 93 - Technical Service Bulletin. Page 3572 Steps 6-7 Page 5722 13. Disconnect the red positive (+) cable from the positive (+) terminal (1) of the booster battery. 14. Disconnect the red positive (+) cable from the remote positive (+) terminal (2) of the vehicle with the discharged battery. Page 3313 Steps 7 - 9 Page 6988 8. Install the three pieces of foam to the attaching bracket starting at the top center inside the bracket and proceed down across the fuel lines, then at the inside of the bracket at the left and right positions of the center piece of foam. Finally, install the last two pieces of foam to the inside bracket at the left and right extended sides behind the retaining holes as shown above. 9. Reposition the radiator surge tank back onto the bracket and seat the two retaining tabs on the tank. 10. Drive the vehicle to verify that the noise is no longer present. Parts Information Order Adhesive Back Shim Stock from Kent Automotive at 1-888-YES-KENT or online at www.kent-automotive.com. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Service and Repair Parking Brake Pedal: Service and Repair Park Brake Pedal Assembly Replacement Removal Procedure The automatic adjustment park brake pedal assembly and the front park brake cable are serviced as a unit. The front park brake cable has no threads and is not adjustable. 1. Remove left sound insulator panel to access the park brake pedal assembly. 2. Remove the left front sill plate. 3. Remove the 3 park brake pedal assembly nuts. 4. Pull the carpet back in order to expose the front park brake cable. 5. Disconnect the electrical connector from the park brake warning lamp switch. Page 3206 Body Control Module (BCM) C4 Part 2 Page 6033 10. Install the other end of the ground strap to the coil as shown and secure using a new bolt, P/N 11588715. 11. Install the other three ignition coil bolts. Tighten Tighten the bolts to 10 Nm (89 lb in). 12. Connect the right side spark plug wires to the ignition coil. 13. Connect the left side spark plug wires to the ignition coil. 14. Connect the ignition coil electrical connector. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 6116 C600 Body Harness To Right Front Door Harness Part 1 Page 1342 Automatic Transmission Shift Lock Control Diagrams Page 7519 Heater Core: Service and Repair Heater Core Replacement HEATER CORE REPLACEMENT REMOVAL PROCEDURE 1. Remove the HVAC module assembly. See: Housing Assembly HVAC/Service and Repair 2. Remove the lower center floor air outlet duct. 3. Remove the upper center floor air outlet duct screws. 4. Remove the upper center floor air outlet duct. 5. Drill out the heater core cover heat stakes. 6. Remove the heater core cover screws. 7. Remove the heater core cover. Page 7765 Inflatable Restraint Sensing And Diagnostic Module (SDM) (With RPO Code AK5) - Part 3 Page 5417 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wire's insulation must have the same or higher temperature rating (4). - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table. 6. Place the nest tool in the J 38125-D crimp tool. 7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice. 8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest. 9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 10. Close the handles of the J 38125-D until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 11. Shrink the insulation around the splice. - Using the heat torch apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service data wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. Page 1450 Wiper Switch: Service and Repair WIPERS/WASHER SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the steering column trim covers. 2. Release the windshield wiper switch from the stalk switch mount. 3. Disconnect the electrical connector from the windshield wiper switch. 4. Remove the windshield wiper switch. INSTALLATION PROCEDURE 1. Install the windshield wiper switch on to the stalk switch mount. 2. Connect the electrical connectors. 3. Install the steering column trim covers. Instruments - Backlighting Inoperative During Daylight Body Control Module: All Technical Service Bulletins Instruments - Backlighting Inoperative During Daylight Bulletin No.: 06-08-49-016B Date: September 12, 2006 TECHNICAL Subject: Instrument Panel Cluster (IPC) Backlighting Inoperative During Daylight Hours (Reprogram BCM) Models: 2004-2006 Chevrolet Malibu, Malibu Maxx 2005-2006 Chevrolet Cobalt 2006 Chevrolet HHR 2005-2006 Pontiac G6, Pursuit (Canada Only) 2006 Pontiac Solstice 2007 Saturn Sky Built Prior to VIN Breakpoint 7Y102344 Supercede: This bulletin is being revised to add a statement that backlighting is only active during daylight hours with headlamps manually turned on. Please discard Corporate Bulletin Number 06-08-49-016A (Section 08 - Body & Accessories). Condition Some customers may comment that the backlighting on the IPC does not illuminate in the daylight hours with headlamps manually turned on. They may further state that the backlighting does function at night, but not in the day time. Cause On these vehicles, backlighting for the IPC is not enabled unless the vehicle's lighting photocell determines that there is a nighttime ambient condition. Backlighting is not controlled through the use of the park lamp or headlamp switch. The conditions under which the photocell activates the backlighting may not satisfy each particular customer's personal expectations, or the customer may simply prefer to have the backlighting always illuminated on the IPC when headlamps are manually turned on. Correction Module reprogramming must be done using the Pass-Thru method. Select "Instrument Panel (Backlight Dimming Fix ONLY)" from the Supported Controllers list. For customers who wish to have the IPC backlighting illuminated, a new service calibration is now available that will activate the backlighting to full intensity during daytime hours with headlamps manually turned on. Reprogram the BCM using SPS. The new calibrations are currently available on TIS2WEB. Warranty Information For vehicles repaired under warranty, use the table. Page 7299 Mode Actuator Page 7565 4. Install the compressor hose to the rail clip. 5. Install the compressor hose to the compressor. NOTE: Refer to Fastener Notice in Service Precautions. 6. Install the compressor hose nut to the compressor. Tighten Tighten the nut to 20 N.m (15 lb ft). 7. Install the right lower radiator mounting bracket. 8. Install the right lower radiator mounting bracket bolt. Page 2473 3. Remove the fuel pressure gage from the fuel pressure connection. 4. Drain any fuel remaining in the fuel pressure gage into an approved container. 5. Inspect for leaks using the following procedure: 5.1. Turn ON the ignition, with the engine OFF for 2 seconds. 5.2. Turn OFF the ignition, for 10 seconds. 5.3. Turn ON the ignition, with the engine OFF. 5.4. Inspect for fuel leaks. 6. Install the cap on the fuel pressure connection. Page 8231 ^ An OnStar(R) Call Center button press WILL NOT connect the vehicle with OnStar(R). The vehicle must be upgraded to reactivate the account. The customer will hear a demo message stating that there is not a current OnStar(R) subscription for the vehicle. The message will also instruct the customer how to upgrade and reactivate services. ^ OnStar(R) personal calling (OPC) will not be available, as this feature requires the customer to have a current OnStar(R) account. Attempts to use this feature will result in cellular connection failure messages and the inability to connect to the number dialed. Note For deactivated vehicles, a no connect response should be considered normal system operation. Further diagnosis and subsequent repair is only necessary should the customer elect to become an active OnStar(R) subscriber and upgrade the account subscription. OnStar(R) Cellular, GPS, and Diagnostic Limitations The proper operation of the OnStar(R) System is dependent on several elements outside the components integrated into the vehicle. These include the National Cellular Network Infrastructure, the cellular telephone carriers within the network, and the GPS. The cellular operation of the OnStar(R) system may be inhibited by factors such as the users range from a digital cellular tower, the state of the cellular carrier's equipment, and the location where the call is placed. Making an OnStar(R) key press in areas that lack sufficient cellular coverage or have a temporary equipment failure will result in either the inability of a call to complete with a data transfer or the complete inability to connect to the OnStar(R) Call Center. The OnStar(R) system may also experience connection issues if the identification numbers for the module, station identification number (STID), electronic serial number (ESN) or manufacturers electronic ID (MEID), are not recognized by the cellular carriers local signal receiving towers. The satellites that orbit earth providing the OnStar system with GPS data have almost no failures associated with them. In the event of a no GPS concern, the failure will likely lie with the inability of the system to gain GPS signals because of its location, i.e. in a parking structure, hardware failure, or being mistaken with an OnStar(R) call which has reached the Call Center without vehicle data. During diagnostic testing of the OnStar(R) system, the technician should ensure the vehicle is located in an area that has a clear unobstructed view of the open sky, and preferably, an area where digital cellular calls have been successfully placed. These areas can be found by successfully making an OnStar(R) keypress in a known good OnStar(R) equipped vehicle and confirming success with the OnStar(R) Call Center advisor. Such places can be used as a permanent reference for future OnStar(R) testing. Mobile Identification Number and Mobile Directory Number The vehicle communication interface module (VCIM) utilizes 2 numbers for cellular device identification, call routing and connection. They are: ^ A mobile identification number (MIN) ^ A mobile directory number (MDN) Note The MIN represents the number used by the cellular carrier for call routing purposes. The MDN represents the number dialed to reach the cellular device. Diagnostic Information Symptoms - Cellular Communication The following steps must be completed before using the symptom table. 1. Perform the Diagnostic System Check - Vehicle, before using the Symptom Tables in order to verify that the following are true: ^ There are no DTCs set. ^ The control modules can communicate via the serial data link. 2. Review the system operation in order to familiarize yourself with the system functions. Refer to Radio/Audio System Description and Operation in SI. Diagnostic Starting Point - Displays and Gages Begin the displays and gages system diagnosis with Diagnostic System Check - Vehicle or the audible warning system diagnosis with Diagnostic System Page 5483 When using the On-Car lathe on vehicles equipped with limited slip (or posi-trac) rear system, it is critical that the rear drive shaft is disconnected/disengaged prior to operation of the On-Car lathe. Remember to mark and re-index the drive shaft correctly on re-assembly to prevent creating driveline vibration. Whenever the lathe drive motor is being switched on, the operator MUST keep their body out of the wheel well area until the machine has reached its normal operating RPM. 2. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and parallel surfaces. Important When raising the vehicle on the lift, be sure to have it at a good working height (waist high is average) to accommodate mounting the On-Car lathe. Optimally, the center piston on the lathe trolley will be mid-travel. If the lathe trolley center piston is completely compressed (bottoming out) or inversely fully extended and hanging off the vehicle hub, this could affect the calibration time of the lathe. 3. Select the correct adapter for the vehicle you're working on and mount it to the hub with the vehicle lug nuts. Hand tighten 34-41 Nm (25-30 lb ft) the nuts using equal torque. DO NOT use impact wrenches, excessive torque will damage the adapter. Important Ensure the adapter sits flush on the rotor hat surface. Be sure to remove any rust, rotor retaining clips, etc. that may preclude the adapter from sitting flat on the mounting surface. 4. Connect the lathe to the adapter, turn on the lathe and activate the computer to compensate for run-out in the hub. 5. Once the computer indicates the compensation process was successful, on the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn. 6. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 7. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 8. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 9. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. 10. Dismount the lathe, but leave the lathe adapter attached to the vehicle. 6. Once the rotor has been properly machined, wash the rotor with soap and water (use a mild dish washing soap) or wipe it clean with GM approved brake cleaner, P/N 88862650 (Canadian P/N 88901247). Important Thoroughly cleaning the rotor will prevent the possible transfer of finite metal dust left as a by-product of machining to the pad material during the seating process, thus reducing the opportunity for squeaks or other noises to occur. 7. ***Record the REFINISHED rotor thickness measurement on the repair order hard copy. Refer to the "Repair Order Documentation - Rotor Refinish" section of this bulletin. 8. Setting up to measure for Lateral Run Out (LRO): Important Measuring for Lateral Run Out (LRO) (steps 8 - 15) is no longer required however, these steps are being left in the overall procedure as a good check to be performed in the case of a repeat pulsation complaint. If you are not checking for LRO, go to step 16. Bench-Type Lathe 1. Ensure that the mating surfaces of the rotor hat section and the hub mating surface are clean and free of debris. 2. Mount the new, original or refinished rotor onto the vehicle hub. Important Always hold the rotor on the bottom half so any debris that may be dislodged from the vents will fall out instead of falling into the mounting area. Any movement or jarring from the rotor falling over on the studs can release rust from the vents on the rotor. 3. Tilt the top of the rotor in towards the vehicle so you can see the studs and ease the rotor onto the studs. Page 8454 Page 8063 Disclaimer Page 1863 Location View Location View Page 6051 C102 RF Wheel Speed Sensor Jumper Harness To Body Harness Page 1324 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage - Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Micro-Pack 100W Connectors MICRO-PACK 100W CONNECTORS TOOLS REQUIRED J 38125-D Terminal Repair Kit REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2)has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. Page 4470 Disclaimer Page 2277 Drive Belt: Description and Operation Drive Belt System Description The drive belt system consists of the following components: ^ The drive belt ^ The drive belt tensioner ^ The crankshaft balancer pulley ^ The accessory drive components The generator - The A/C compressor - The water pump The drive belt system uses one belt. The drive belt is thin so that it can bend backwards and has several ribs to match the grooves in the pulleys. The drive belt is made of different types of rubbers (chloroprene or EPDM) and have different layers or plys containing either fiber cloth or cords for reinforcement. Both sides of the drive belt may be used to drive the different accessory drive components. When the back side of the drive belt is used to drive a pulley, the pulley is smooth. The drive belt is pulled by the crankshaft balancer pulley across the accessory drive component pulleys. The spring loaded drive belt tensioner keeps constant tension on the drive belt to prevent the drive belt from slipping. The drive belt tensioner arm will move when loads are applied to the drive belt by the accessory drive components and the crankshaft. Page 2088 9. Remove the hub and bearing assembly from the steering knuckle. Installation Procedure 1. Install the hub and bearing assembly to the steering knuckle. Notice: This is a self-retaining fastener joint that does not require thread locking compounds. Do not attempt to clean the threads with a standard tap. If a standard tap is used, damage to the joint threads will occur. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the 3 hub and bearing assembly bolts. ^ Tighten the hub and bearing assembly bolts to 115 Nm (85 ft. lbs.). 3. Install the wheel speed sensor connector into the bracket until the locking tabs click into place, if equipped with ABS. 4. Connect the electrical connector to the wheel speed sensor, if equipped with ABS. Page 201 9. Erase the diagnostic trouble codes. 10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description. Page 8257 Page 8490 10. Disconnect and remove the OnStar(R) jumper harness. Note: You will need to remove the short GPS cable from this jumper harness. 11. Untape the cell antenna coax from the body harness in the trunk. This will be necessary to provide adequate length to connect to the new VCIM. 12. Fasten three retainer clips (1) from the kit to the new bracket that is included in the kit, and position the VCIM to the bracket (2). 13. Install the three bolts from the kit. Tighten the bolts to 10 Nm (89 lb in). 14. Connect the new OnStar(R) jumper harness supplied in the kit to the VCIM (two white connectors on module). 15. Connect small GPS coax cable jumper harness supplied in the kit (end with blue plastic housing) to VCIM GPS connector. 16. Position the VCIM / bracket assembly to the studs. 17. Install the bracket nuts saved from the Removal Procedure above to the VCIM / bracket assembly mounting studs. Tighten the nuts to 4 Nm (35 lb in). 18. Connect the new OnStar(R) jumper harness to the body wiring harness (C410 connector). 19. Connect small coax cable jumper from VCIM to the OnStar(R) Global Positioning Satellite (GPS) antenna coaxial cable at the connector previously left in the vehicle (short jumper removed from old harness in step 5.10). 20. Connect the cellular coaxial cable previously left in vehicle to the OnStar(R) VCIM. 21. Verify that all harnesses are properly secured in vehicle. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. 1. Connect the Tech2(R) to the vehicle. Page 99 8.5. Close the luggage compartment floor. 9. Fold down the left-hand rear side hatch in the luggage compartment. 10. M03: Replace the optic cable on the left-hand rear side: 10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A). 10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable. 10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the connector and disconnect the optic cable coming from the OnStar(R) control modules. Page 4979 2. Once the valve is removed, inspect for any scratching or scoring. 3. If any scratching or scoring is found, then the fingernail test will need to be performed. Important: It has been found that in most cases that the scratches are not severe enough to catch your fingernail. 4. Using your fingernail, move over any scratches to see if your nail will catch on the scratch or score. - If your nail catches in the scratches, the valve will need to be replaced. - If your nail does not catch in the scratches, continue with the next step. 6. Important: Clean the valve body with the machined side down so debris may escape. 7. Clean the valve and bore using brake cleaner. 8. Blow off with shop air. 9. To verify free movement of the valve, dip the valve into clean ATF and install the valve back into the appropriate bore. The valve should move freely. If the valve moves freely, in most cases the valve body will function properly when reinstalled. 10. Reassemble and retest Warranty Information For vehicles repaired under warranty, use the table. Page 1986 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Locations Wiper Switch: Locations Instrument Panel Page 3698 Left Rear Of Engine Page 1416 Power Window Switch: Connector Views Window Switch - Driver C1 Part 1 Page 635 Body Control Module (BCM) C2 Part 1 Page 94 Important: Secure the wiring harness so that there is no risk of chafing or rattling. 6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement. 6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.4. Fold the rear seat backrest forward. 6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.6. Remove the A-pillar's lower side piece. 6.7. Open the cover on the right-hand wiring harness channels. 6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the right-hand A-pillar. 6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car. 6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector H2-11. Push in the optic cable and make sure the catch (B) locks and refit the locking strip (A). 6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C). Page 7749 35. Cut the harness connector out of the vehicle, leaving at least 16 cm (6 in) of wire at the connector. 36. Strip 13 mm (0.5 in) of insulation from each of the connector wire leads. 37. Cut two 6.1 m (20 ft) deployment wires from a 0.8 mm (18 gage) or thicker multi-strand wire. These wires will be used to fabricate the roof rail module deployment harness. 38. Strip 13 mm (0.5 in) of insulation from both ends of the wires cut in the previous step. 39. Twist together one end from each of the wires in order to short the wires. 40. Twist together one connector wire lead to one deployment wire. 41. Bend flat the twisted connection. 42. Secure and insulate the connection using electrical tape. Page 7757 83. Twist together, bend, and tape the remaining connector wire lead to the remaining deployment wire. 84. Connect the deployment harness to the roof rail module. 85. Route the deployment harness out of the passenger side of the vehicle. 86. Completely cover the windshield and front door window openings with a drop cloth. 87. Stretch out all of the deployment harness wires on the right side of the vehicle to their full length. 88. Deploy each deployment loop one at a time. 89. Place a power source, 12 V minimum/2 A minimum (i.e., a vehicle battery) near the shorted end of the harnesses. 90. Separate the one set of wires and touch the wires ends to the power source in order to deploy the inflator modules, doing one module at a time. 91. Disconnect the deployment harness from the power source and twist the wire ends together. 92. Continue the same process with the remaining deployment harnesses that are available. 93. Stretch out all of the deployment harness wires on the left side of the vehicle to their full length. 94. Deploy each deployment loop one at a time. 95. Place a power source, 12 V minimum/2 A minimum (i.e., a vehicle battery) near the shorted end of the harnesses. 96. Separate the one set of wires and touch the wires ends to the power source in order to deploy the inflator modules, doing one module at a time. 97. Disconnect the deployment harness from the power source and twist the wire ends together. 98. Continue the same process with the remaining deployment harnesses that are available. 99. Remove the drop cloth from the vehicle. 100. Disconnect all harnesses from the vehicle. 101. Discard the harnesses. 102. Scrap the vehicle in the same manner as a non-SIR equipped vehicle. 103. If one or all of the inflator modules did not deploy, perform the following steps to remove the undeployed module(s) from the vehicle: - Inflatable Restraint Steering Wheel Module Replacement - Inflatable Restraint Instrument Panel Module Replacement - Inflatable Restraint Roof Rail Module Replacement - Seat Belt Retractor Pretensioner Replacement - Front Page 8342 If you are unsure who the PSC is, check with the Sales Manager. General Information 1. The first step is to verify if the OnStar(R) account is active or not. This can be done by pressing the blue OnStar(R) button and connecting to the OnStar(R) call center. Analog only accounts are no longer active. Only digital upgraded accounts will be active. On Gen 6 digital systems, a clear, or "dark" LED may indicate that the OnStar(R) system has been deactivated or may possibly have a no power/no communication condition. 2. If the account isn't active, the next step is to verify what version of OnStar(R) module is in the vehicle. This can be done via the Tech 2 (Body>VCIM>Module ID Information>Module Information 2) or by using www.onstarenrollment.com. 3. A Generation 5 or older analog module can be diagnosed by following the original electronic Service Information developed for the model year of the vehicle. Note: If the customer has an old analog module, the vehicle can be repaired by replacing the module, but the customer cannot have an active account without upgrading to a digital module. 4. Modules, antennas, brackets, and other equipment are in the same location, whether original analog production or digital upgrade. 5. An upgraded vehicle may also have a new vehicle communication interface module (VCIM) bracket. If it does, order the new bracket when replacing the bracket. Don't order the original bracket. The kit may also include a small wiring jumper cable. If it does, this jumper will be required for a new module replacement. Do not discard. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 6986 Second Design - Black Painted (DO NOT Lube) Hydraulic Assist Power Steering First Design - Bare Steel Tube (Lube OK) Second Design - Black Painted (DO NOT Lube) In the unlikely event that the source of the noise is identified as a second design shaft with black painted tube, it must be replaced. Correction 1 (Only for First Design - DO NOT USE FOR 2ND DESIGN) Lubricate the intermediate shaft with steering column shaft lubrication kit, P/N 26098237. 1. From inside the vehicle, remove the instrument panel insulator panel - left side panel to gain access to the intermediate shaft. 2. Remove the intermediate shaft to steering column attachment bolt. 3. Remove the intermediate shaft from the steering column. 4. Extend the intermediate shaft all the way. Using the intermediate shaft grease kit, P/N 26098237, inject the grease into the gap between the inner shaft and the outer shaft as you are collapsing the shaft. This will draw the grease into the shaft. 5. Cycle the shaft up and down several times to distribute the grease. Important Remove original thread locker material from the bolt and apply Loctite(R) 242 (or equivalent) to the threads of the bolt and reinstall intermediate shaft bolt. 6. Install the intermediate shaft to the column. Tighten - For electronic power steering, tighten the bolt to 49 Nm (36 lb ft). - For hydraulic power steering, tighten the bolt to 62 Nm (46 lb ft). Page 2930 Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains two individual APP sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The PCM provides each APP sensor a 5-volt reference circuit and a low reference circuit. The APP sensors provide the PCM with signal voltage proportional to the pedal movement. Both APP sensor signal voltages are low at rest position and increase as the pedal is applied. Locations Rear Of Sunroof Page 973 Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 8463 switch lighting connector. 3.3. Undo the floor console's retaining bolts (C). 3.4. Take out the rear ashtray/cover (D). 3.5. Remove the screw (E) for the rear cover. 3.6. Remove the floor console's retaining nuts (E). 3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly. 3.8. If required, detach the switch for the rear seat heater and unplug the connector. 4. Remove the switch and the floor console: 4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the window lift module's connector. 4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console. 5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: 5.1. Unplug the SRS control module's connector (A). Page 268 Page 5481 WORKSHEET - BRAKE LATHE CALIBRATION Important Brake lathe calibration should be performed and recorded monthly or if you are consistently measuring high LRO after rotor refinishing. Disclaimer GM Brake Service Procedure GM BRAKE SERVICE PROCEDURE 1. Remove the wheel and caliper. 2. Measure rotor thickness. In order to determine if the rotor can be refinished, do the following steps: Important Page 6186 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 6222 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 2512 Ignition Cable: Service and Repair SPARK PLUG WIRE REPLACEMENT REMOVAL PROCEDURE NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 1. Remove the spark plug wires (2,4, and 6) from the engine left side spark plugs. 2. Remove the spark plug wires from the retaining clips. 3. Remove the spark plug wires (1,3, and 5) from the engine right side spark plugs. 4. Remove the spark plug wires from the retaining clip. 5. Remove the spark plug wires from the ignition coils. 6. Remove the spark plug wires from the engine. 7. If you are replacing the spark plug wires, transfer any of the following components: - Spark plug wire conduit - Spark plug wire retaining clips INSTALLATION PROCEDURE Page 22 Page 923 Engine Oil Pressure (EOP) Switch Page 8491 2. Connect the Techline Information System (TIS) terminal to the Tech2(R). 3. Scroll to the bottom of the Controller List, and select the "ONSA TIS2WEB Pass-Thru OnStar(R) Activation (Replaced/Upgraded Units Only)" option using the Service Programming System (SPS). Important: Do not use the clear DTC function. This will only temporarily turn the LED to green. 4. Upon completion of the OnStar(R) TIS2WEB step, disconnect the TIS terminal from the Tech2(R) and perform the VCIM/OnStar(R) Set-up Procedure using the Tech2(R). The set up procedure is located under the special function menu option. Important: Failure to perform the above steps will result in a red LED, DTC being set and limited or incomplete OnStar(R) services, and will require a customer return visit to the dealership. 5. The default language for the new VCIM will be English. To change to French or Spanish, access the special functions menu on the Tech 2(R), and follow the instructions accordingly. 7. Skip to the next step if the vehicle to be upgraded is not listed below: ^ 2002-2004 Cadillac DeVille ^ 2002-2004 Cadillac Seville ^ 2005 Cadillac STS Set up the Dash Integration Module (DIM) using the following procedure: 1. On the Tech2(R) select the correct Year, Make and Model. 2. Enter Dash Integration Module (DIM) > Special Functions > Set Options > Misc. Options 1 > and turn off phone (if the vehicle does not have the UV8 option). 3. Enter Nav Radio Present and set to "No Nav" (if the vehicle does not have a navigation radio). 4. Turn the ignition off and open the door to turn off the RAP. 5. Turn the ignition on and enter the Vehicle Comm. Interface Module > Special Functions > Set Up OnStar /VCIM. 6. When prompted select "No Phone" (if the vehicle does not have the UV8 phone) and "No Nav" (if the vehicle does not have a navigation radio). 7. Turn the ignition off and open the door to turn off the RAP. Important: OnStar(R) Emergency Services are immediately available after these steps, however, full configuration, including activation of Hands-Free Calling, may take up to 24 hours to complete. Processing the Module Exchange Processing the Module Exchange For this program, submitting a credit request for the removed OnStar(R) VCIM (the core) will be performed through a website. When this process is followed, the removed Analog / Digital-Ready VCIM, in most cases, will not be mailed back to the distributor, but can be scrapped by the dealership. U.S. Dealers 1. Return the removed Analog / Digital-Ready OnStar(R) VCIM to the Parts Manager. 2. The Parts Manager will log onto www.autocraft.com. 3. Select Account Maintenance. 4. Select Outstanding Cores. Page 3869 Examples of conditions that may contribute to this code setting are: loose or broken fuel cap, disconnected or cracked EVAP lines, cracked charcoal canister, sticking purge or vent solenoids, inaccurate fuel gauge, etc. DTC P0442 - (Evaporative Emission (EVAP) System Small Leak Detected) Diagnostic Aids: P0442 diagnostics is checking for a 0.5 mm (0.020 in) sized hole in the EVAP system. Examples of conditions which may cause this type leak could include: cracked EVAP lines, cracked charcoal canister, a cut or dirty fuel cap seal, debris on the purge or vent solenoid internal seals, loose fuel lines, etc. Refer to Fuel Cap Inspection for P0442. Fuel Cap Inspection for P0442 1. Inspect the green sealing ring (1) on fuel cap for debris or cuts which could cause a small EVAP leak. Page 2310 assembly J 28467-4A depends on the vehicle application. 19. Install the 7/16 inch x 2.0 inch quick release pin J 28467-9 through the hole in the front support assembly J 28467-4A in order to level the radiator shelf tube J 28467-2A. The hole used in the front support assembly J 28467-4A depends on the vehicle application. 20. Install the lift hook J 28467-7A through the lift hook bracket J 28467-6A. 21. Install the 1/2 inch lift hook washer and lift hook wing nut J 28467-34 onto the lift hook J 28467-7A. 22. Install the assemblage lift hook bracket J 28467-6A over the radiator shelf tube J 28467-2A. 23. Adjust the radiator shelf tube J 28467-2A and the assemblage lift hook bracket J 28467-6A in order to align the hook with the right rear, front of engine, lift hook bracket located next to the generator. 24. Hand tighten the passenger side cross bracket assembly J 28467-1A wing nuts. 25. Hand tighten the lift hook wing nuts J 28467-34 securely in order to remove all slack from the engine support fixture assembly. Page 266 ^ Audio amplifier ^ Driver door module (DDM) ^ Driver door switch assembly (DDSA) ^ Front passenger door module (FPDM) ^ Left rear door module (LRDM) ^ Memory seat module (MSM) ^ Radio antenna module (listed as remote function actuation in scan tool display) ^ Rear integration module (RIM) ^ Right rear door module (RRDM) ^ Theft deterrent module (TDM) ^ TV antenna module ^ Vehicle communication interface module (VCIM) The star has 4 splice packs: ^ SP200 located in the left side of the instrument panel, near the steering column , taped to the instrument panel harness ^ SP201 located in the center of the instrument panel, near the radio ^ SP300 located in the left side middle of the passenger compartment, taped to the body harness, near the carpet seam ^ SP303 located in the right rear of the passenger compartment, taped to the body harness, approximately 24 cm (9.5 in) from the fuse block - right rear. Refer to Data Communication Schematics in SI. The following modules, components, and splice packs are connected to the ring portion of the class 2 serial data circuit: ^ Dash integration module (DIM) ^ Electronic brake control module (EBCM) ^ Engine control module (ECM) ^ Inflatable restraint sensing and diagnostic module (SDM) ^ Instrument panel cluster (IPC) ^ HVAC control module ^ Radio ^ Rear integration module (RIM) ^ Vehicle communication interface module (VCIM) OR ^ Communication interface module (CIM) ^ SP200 ^ SP201 ^ SP300 Page 58 Theft Deterrent Control Module Page 6998 Notice: Refer to Fastener Notice in Service Precautions. 1. Connect the stabilizer link to the strut assembly. ^ Tighten the stabilizer link nut to 65 Nm (48 ft. lbs.). 2. Connect the stabilizer link to the stabilizer shaft. ^ Tighten the stabilizer link nut to 65 Nm (48 ft. lbs.). 3. Install the front wheel. 4. Lower the vehicle. Page 1030 Hazard Warning Switch: Service and Repair HAZARD WARNING SWITCH REPLACEMENT REMOVAL PROCEDURE 1. Remove the instrument panel (I/P) center trim panel. 2. Remove the hazard switch connector. 3. Remove the hazard switch. INSTALLATION PROCEDURE 1. Install the hazard switch. 2. Install the hazard switch connector. 3. Install the I/P center trim panel. Page 7704 11. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the BCM fuse center. 12. Install the BCM fuse center cover. 13. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 14. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle in Vehicle DTC Information. SIR Disabling and Enabling Zone 8 SIR DISABLING AND ENABLING ZONE 8 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. Page 1494 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Locations Knock Sensor: Locations Lower Left Front Of Engine Page 5269 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the transaxle case side cover. 2. Remove the TFP switch assembly bolts. 3. Remove the TFP switch assembly from the control valve body assembly. The TFP switch O-rings are reusable if not damaged and should remain with the switch assembly. Installation Procedure 1. Inspect the TFP switch assembly in order to verify the condition and correct location of the pressure switch O-rings. If necessary, replace the O-rings. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the TFP switch assembly onto the control valve body assembly and install the bolts. Tighten the control valve body bolts to 12 Nm (9 ft. lbs.). 3. Install the transaxle case side cover. 4. Start the engine, warm up the transaxle and check for leaks. 5. Inspect for proper fluid level. BCM - Brake Pedal Position Learn Procedure Body Control Module: All Technical Service Bulletins BCM - Brake Pedal Position Learn Procedure Bulletin No.: 03-08-47-002A Date: April 22, 2005 INFORMATION Subject: BCM Setup/Sensor Calibration Brake Pedal Position (BPP) Learn Procedure (PCM DTC P0703) Models: 2004 Chevrolet Malibu with 3.5L Engine (VIN 8 - RPO LX9) Supercede: This bulletin is being issued to cancel Corporate Bulletin Number 03-08-47-002. Please discard Corporate Bulletin Number 03-08-47-002 (Section 08 - Body and Accessories). Due to a software issue with previously released software, a "work around procedure" was developed for the BCM setup/sensor calibration brake pedal position (BPP) learn procedure. New software has since been released and this "work around procedure" is no longer necessary. Disclaimer Page 6869 IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. 9. Tape the diode to the harness or connector using electrical tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm is recommended. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. 4. Re-assemble the cable. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Page 6483 5. Use a flat-bladed tool to disengage the 4 tabs that secure the electrical center to the battery tray. 6. Use a flat-bladed tool to remove the connector cover from the electrical center. 7. Loosen the 4 bolts across the top of the electrical center. Steering - Tilt Wheel Release Lever Inoperative/Broken Tilt Wheel Handle: All Technical Service Bulletins Steering - Tilt Wheel Release Lever Inoperative/Broken TECHNICAL Bulletin No.: 09-02-35-006 Date: August 11, 2009 Subject: Steering Column Tilt Wheel Release Lever Inoperative/Broken (Replace Tilt Wheel Release Lever Kit and/or Release Lever Retainer (Tilt Teeth)) Models: 2004-2008 Chevrolet Malibu Classic 2004-2007 Chevrolet Malibu Maxx 2008-2009 Chevrolet Malibu 2005-2009 Pontiac G6 2007-2009 Saturn AURA Condition Some customers may comment that the steering column tilt wheel release lever is inoperative or broken. Cause This condition may be caused by the internal tilt lever mechanisms, or the tilt teeth retainers on the steering column, becoming worn or damaged. This condition may lead to a higher than intended level of force being applied to the tilt wheel release lever and resulting in damage. Correction Important Shown in two positions above, the steering column tilt teeth retainer (1) has now been released as a separate service part. If found damaged or broken during a tilt wheel release lever kit replacement, it can be serviced separately and no longer requires a steering column replacement. If you encounter a vehicle with an inoperative tilt wheel release lever mechanism and/or broken tilt wheel release lever, complete the following: - Inspect the steering column tilt wheel release mechanism components along with the tilt teeth retainers (left side shown above) for any broken Locations Mass Air Flow (MAF) Sensor: Locations Top Right Front Of Engine Page 6725 15. Remove the driver/left outer trim cover from the instrument Panel (I/P). 16. Remove the CPA from the steering wheel module coil connector. 17. Disconnect the steering wheel module coil connector from the vehicle harness connector. 18. Remove the lower left center pillar trim. 19. Remove the CPA from seat belt pretensioner-LF connector. 20. Disconnect the seat belt pretensioner-LF connector from the vehicle harness connector. 21. Remove the garnish molding from the left upper lock pillar. 22. Remove the CPA from the roof rail module-left connector. 23. Disconnect the roof rail module-left connector from the vehicle harness connector. Page 1164 Manifold Absolute Pressure (MAP) Sensor Page 5927 IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing For Intermittent and Poor Connections TESTING FOR INTERMITTENT AND POOR CONNECTIONS TOOLS REQUIRED - J 35616-C GM-Approved Terminal Test Kit - J 38125-D Terminal Repair Kit - J 42675 Flat-Wire Probe Adapter Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector. - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself and corrosion in the wire to terminal contact area, etc. - Wire insulation which is rubbed through-This causes an intermittent short as the bare area touches other wiring or parts of the vehicle. - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616-B when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-D or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact. 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J 38125-D , test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. FLAT WIRE (DOCK AND LOCK) CONNECTORS There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side. Follow the procedure below in order to test terminal contact. 1. Remove the component in question. Front Impact Sensor: Service and Repair Front INFLATABLE RESTRAINT FRONT END SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 1. 2. Remove the connector-position assurance (CPA) from the electrical connector on the front end sensor. 3. Disconnect the front end sensor electrical connector (2) from the front end sensor. 4. Remove the 2 integral bolts that retain the front end sensor to the frame front crossmember. 5. Remove the front end sensor from the vehicle. INSTALLATION PROCEDURE 1. Install the front end sensor to the vehicle. NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the 2 integral bolts that retain the front end sensor to the frame front crossmember. Tighten Tighten the bolts to 8 N.m (71 lb in). 3. Connect the sensor electrical connector (2) to the front end sensor. 4. Install the CPA to the sensor electrical connector. 5. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 1. Page 2021 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 256 If you are unsure who the PSC is, check with the Sales Manager. General Information 1. The first step is to verify if the OnStar(R) account is active or not. This can be done by pressing the blue OnStar(R) button and connecting to the OnStar(R) call center. Analog only accounts are no longer active. Only digital upgraded accounts will be active. On Gen 6 digital systems, a clear, or "dark" LED may indicate that the OnStar(R) system has been deactivated or may possibly have a no power/no communication condition. 2. If the account isn't active, the next step is to verify what version of OnStar(R) module is in the vehicle. This can be done via the Tech 2 (Body>VCIM>Module ID Information>Module Information 2) or by using www.onstarenrollment.com. 3. A Generation 5 or older analog module can be diagnosed by following the original electronic Service Information developed for the model year of the vehicle. Note: If the customer has an old analog module, the vehicle can be repaired by replacing the module, but the customer cannot have an active account without upgrading to a digital module. 4. Modules, antennas, brackets, and other equipment are in the same location, whether original analog production or digital upgrade. 5. An upgraded vehicle may also have a new vehicle communication interface module (VCIM) bracket. If it does, order the new bracket when replacing the bracket. Don't order the original bracket. The kit may also include a small wiring jumper cable. If it does, this jumper will be required for a new module replacement. Do not discard. 6. After replacing the VCIM, it is essential to configure the new OnStar(R) system. Failure to configure the system will result in an additional customer visit for repair. DO NOT press and hold the white dot or phone button on the keypad as it will not reset this version of the OnStar(R) system and may result in a DTC being set. Use of the TIS2WEB and SPS applications, along with the Tech2(R), are required in order to perform the VCIM configuration and setup procedure for this vehicle. The configuration and set-up procedure is now a two-step process which enables an automated activation by the OnStar(R) Center, without a button press by the technician to the OnStar(R) Call Center. Page 7975 Inflatable Restraint Side Impact Sensor - Left (With RPO Code AY1) Page 3349 Page 2983 Steps 11 - 14 Page 6318 Fuse Block - Rear C3 Part 1 Page 5604 1. Inspect the reservoir for cracks or deformities. If found, replace the reservoir. 2. Clean the reservoir with clean denatured alcohol, or equivalent. 3. Dry the reservoir with non-lubricated, filtered air. 4. Lubricate the new seals and the reservoir bayonets with new Delco Supreme II, GM P/N 12377967 (Canadian P/N 992667) or equivalent DOT-3 brake fluid. 5. Install the seals, making sure they are fully seated. 6. Install the reservoir onto the master cylinder by pressing straight down by hand until pin holes are aligned. 7. Carefully tap in the reservoir retaining pins to secure the reservoir. 8. Fill the master cylinder reservoir. 9. Install the brake fluid level sensor. 10. Remove the master cylinder from the vise. 11. Install the master cylinder to the vehicle. Page 3128 Top Right Side Of Engine Page 7732 Air Bag: Service and Repair Inflatable Restraint Instrument Panel Module Replacement INFLATABLE RESTRAINT INSTRUMENT PANEL MODULE REPLACEMENT REMOVAL PROCEDURE CAUTION: Refer to SIR Inflator Module Handling and Storage Caution in Service Precautions. - Refer to SIR Caution in Service Precautions. - A deployed dual stage inflator module will look the same whether one or both stages were used. Always assume a deployed dual stage inflator module has an active stage 2. Improper handling or servicing can activate the inflator module and cause personal injury. 1. Disable the SIR system. Refer to SIR Disabling and Enabling Zone 5 in Restraint Systems. 2. Remove the I/P trim pad. 3. Remove the wire harness connector from the inflatable restraint I/P module. 4. Remove the bolts from the inflatable restraint I/P module and discard the bolts. 5. Remove the inflatable restraint I/P module. INSTALLATION PROCEDURE 1. Install the inflatable restraint I/P module. NOTE: Refer to Fastener Notice in Service Precautions. IMPORTANT: Use new bolts on the restraint module. 2. Install new bolts to the inflatable restraint I/P module. Tighten Tighten the bolts to 10 N.m (89 lb in). 3. Install the wire harness connector to the inflatable restraint I/P module. 4. Install the I/P trim pad. 5. Enable the SIR system. Refer to SIR Disabling and Enabling Zone 5 in Restraint Systems. 6. Deploy the old module before disposal. If the module was replaced under warranty, fully deploy and dispose of the module after the required retention period. Refer to Pretensioner Handling and Scrapping. Page 2984 Steps 15 - 16 Page 687 Steps 13-14 The numbers below refer to the step numbers on the diagnostic table. 6. This step tests for battery voltage on the incorrect signal circuits. 7. This step tests for no battery voltage on the required signal circuits. 8. If any ignition switch parameters that should be inactive in the present ignition switch position are active, 2 ignition switch signal circuits may be shorted together. 9. This step eliminates open circuits as the cause of the malfunction. Page 4413 TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 1591 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. 1. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 6.1. Firmly install the compression gauge to the spark plug hole. 6.2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 6.3. Record the readings on the gauge at each stroke. 6.4. Disconnect the gauge. 6.5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not affect the compression. the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 1694 2. Insert the suction screen into the suction hose. 3. Install the J 44551-3 Mandrel (1) to the J 44551-5 Screen Installation Tool. 4. Install the J 44551-5 (3) over the end of the suction hose and the suction screen (2). IMPORTANT: Correct placement of the J 44551-5 is critical. 5. Tighten the forcing screw of the J 44551-5. The suction screen is fully installed when the screen is flush with the end of the suction hose. 6. Remove the J 44551-5 from the suction hose. 7. Replace the seal washers. 8. Install the A/C compressor hose assembly to the A/C compressor. NOTE: Refer to Fastener Notice in Service Precautions. 9. Install the A/C compressor hose assembly bolt. Tighten Tighten the bolt to 20 N.m (15 lb ft). 10. Evacuate and recharge the A/C system. Refer to Refrigerant Recovery and Recharging. 11. Leak test the fittings of the component using the J 42220. Locations Fuse Block: Locations Left Side Of Core Support Front Inside Left Rear Quarter Panel Rear (Sedan) Locations Right Of Steering Column Page 8203 For vehicles repaired under warranty use, the table. Disclaimer Page 4199 A/C - Control Knob Replacement Availability Control Assembly: Technical Service Bulletins A/C - Control Knob Replacement Availability Bulletin No.: 04-01-37-001 Date: January 06, 2004 INFORMATION Subject: HVAC Control Knob Replacement Models: 2000-2004 All Passenger Cars and Light Duty Trucks 2003-04 HUMMER H2 HVAC Control Knob Availability Important: If a knob becomes loose or broken, you MUST first check for availability of the control knob before attempting to replace the entire HVAC controller. The various knobs used on the HVAC controls of most GM vehicles are available for purchase separately from the HVAC head units. If a knob becomes loose or broken, you MUST first check for availability of the control knob before attempting to replace the entire HVAC controller. Please use only the labor operation code listed below when replacing an HVAC control knob. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4401 4. Install the new filter neck seal into the transaxle case. A large socket can be used as an installation tool. Two mallets can be used as well. 5. Coat the filter O-ring with a small amount of petroleum jelly, and install the filter into the case. Notice: Push straight down on the center of the oil level control valve in order to prevent damage to the case bore. 6. Install the oil level control valve. 7. Install the oil pan. 8. Lower the vehicle. 9. Remove the AIR. 10. Add DEXRON-III P/N 21019223 transaxle fluid or equivalent to the specified refill capacity. ^ The bottom pan removal capacity is approximately 6.5 Liters (6.9 quarts). ^ The complete overhaul capacity is approximately 9 Liters (9.5 quarts). ^ The dry capacity is approximately 12.2 Liters (12.9 quarts). 11. Start the engine, warm up the transaxle. and check for leaks. 12. Inspect the fluid level. Locations Canister Purge Solenoid: Locations Top Rear Of Engine Page 3276 Instrument Panel A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Case: All Technical Service Bulletins A/T - 4T65E Poor Performance/Harsh Shifts/DTC's Set Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757, P0741, P0742, P0730, P0756 # 02-07-30-013E - (May 20, 2005) Models: 2001-2005 GM Passenger Cars with 4T65-E Automatic Transmission 2001-2005 Buick Rendezvous 2005 Buick Terraza 2001-2004 Chevrolet Venture 2005 Chevrolet Uplander 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Montana 2005 Saturn Relay with 4T65-F Transmission (RPOs M15, MN3, MN7, M76) This bulletin is being revised to include additional diagnostic information and clarify model usage. Please discard Corporate Bulletin Number 02-07-30-013D (Section 07 -- Transmission/Transaxle). Condition Some owners may comment on any one or more of the following conditions: ^ The SES lamp is illuminated. ^ The transmission slips. ^ The transmission does not shift correctly, is very difficult to get the vehicle to start moving or the engine lacks the power to move the vehicle. ^ Poor engine performance. Cause The most likely cause of the various conditions may be chips or debris: ^ All years--Pressure Reg. Valve (Bore 1) or Torque Signal Valve (Bore 4) stuck ^ On 2001-2002 vehicles, a plugged orifice on the case side of the spacer plate. ^ ON 2003-2005 vehicles, restricted movement of the 2-3 shift valves in the valve body. ^ On 2003-2005 vehicles, restricted movement of the 3-4 shift valves in the valve body. Technician Diagnosis and Correction ^ The technician's road test reveals the vehicle launches in third or fourth gear (high RPM with slow vehicle acceleration). ^ On 2001-2002 vehicles, a DTC P0756 or P0757 may be stored. ^ On 2003-2005 vehicles, a DTC P0730, P0741, P0748 or P0757 may be stored. ^ Refer to the appropriate Service Information (SI) for additional Diagnostic Assistance. ^ With a Tech 2(R) connected to the vehicle, road test the vehicle and perform the following steps: If the above symptoms are present proceed with the following steps. 1. With the valve body removed and on a workbench, carefully push the valve against spring pressure to check if the valve will snap back to the original position. Or for the valves seated in home position, use a small flat-bladed screwdriver and carefully pry the valve off its seat, quickly remove the screwdriver allowing the valve to return to its seat. If the valve does not snap back unencumbered, then the valve will need to be removed from the valve body. Page 6378 Ground Strap: Service and Repair GROUND STRAP REPLACEMENT Additional ground straps are used to connect the body and frame to the engine and transmission. Always connect all ground straps to ensure a good ground path to the battery from all electrical components. Page 1684 Oil Filter: Specifications Oil Filter ............................................................................................................................................... .................................................... 30 Nm (22 ft. lbs.) Oil Filter Bypass Hole Plug ............................... ....................................................................................................................................... 19 Nm (14 ft. lbs.) Oil Filter Fitting ............................................................................................................................. ........................................................... 39 Nm (29 ft. lbs.) Page 1307 HVAC System - Automatic Air Door Actuator / Motor: Service and Repair HVAC System - Automatic Air Temperature Actuator Replacement AIR TEMPERATURE ACTUATOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuse labeled HVAC CTRL (BATT). 2. Remove the left closeout panel. 3. Remove the knee bolster. 4. Remove the air temperature actuator screws. 5. Remove the air temperature actuator. 6. Remove the air temperature actuator wire harness connector. INSTALLATION PROCEDURE 1. Install the air temperature actuator wire harness connector. Page 294 ^ For U.S. Saturn retailer claim submission, use Net Item code "M" and Case Type VW. Page 6288 Auxiliary Power Outlet: Service and Repair CIGAR LIGHTER HOUSING OR 12 VOLT ACCESSORY POWER RECEPTACLE REPLACEMENT TOOLS REQUIRED J 42059 Cigar Lighter Socket Remover REMOVAL PROCEDURE 1. Disconnect the 12-volt power supply fuse. 2. Remove the power supply by placing one side of the "T" portion of the tool J 42059 into the tab window and then angle the other side into the opposite tab window, then pull the lighter socket straight out. 3. Remove the power supply wire harness connector. INSTALLATION PROCEDURE 1. Install the power supply wire harness connector. 2. Align the tabs on the power supply socket with the slots on the power supply retainer. 3. Connect the power supply. 4. Connect the 12-volt power supply fuse. Page 7861 5. Install the AIR BAG (IGN) and AIR BAG (BATT) fuses into the body control module fuse center. 6. Install the body control module fuse center cover. 7. Use caution while reaching in and turn the ignition switch to the ON position. The AIR BAG indicator will flash then turn OFF. 8. Perform the SIR Diagnostic System Check if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check Vehicle. SIR Disabling and Enabling Zone 5 SIR DISABLING AND ENABLING ZONE 5 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Locate the body control module fuse center, then remove the fuse center cover. IMPORTANT: This SDM has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Locate and remove the AIR BAG (IGN) and AIR BAG (BATT) fuses from the body control module fuse center. 6. Remove the right/passenger outer trim cover from the I/P (3). 7. Remove the connector position assurance (CPA) from the I/P module connector (2). 8. Disconnect the I/P module connector (1) from the vehicle harness connector (2). ENABLING PROCEDURE Page 5419 Brake Warning System Schematics Page 2891 Powertrain Control Module (PCM) C2 Part 3 Page 6721 13. Remove the RH door trim panel (2). 14. Remove the connector position assurance (CPA) (3) from the SIS-Right connector (4). 15. Remove the SIS-Right connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS-Right go to step 3. To enable the roof rail module-right go to step 7, and to enable the seat belt pretensioner-RF go to step 9. 3. Install the SIS-Right connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS-Right connector (4). Page 7925 NOTE: Refer to Fastener Notice in Service Precautions. 2. Install the fastener to the seat belt buckle. Tighten Tighten the fastener to 35 N.m (25 lb ft). 3. Install the 60% rear seat. Page 2900 The malfunction indicator lamp (MIL) is located in the instrument panel cluster. The MIL will display as either SERVICE ENGINE SOON or one of the following symbols when commanded ON: The MIL indicates that an emissions related fault has occurred and vehicle service is required. The following is a list of the modes of operation for the MIL: The MIL illuminates when the ignition is turned ON, with the engine OFF. This is a bulb test to ensure the MIL is able to illuminate. - The MIL turns OFF after the engine is started if a diagnostic fault is not present. - The MIL remains illuminated after the engine is started if the control module detects a fault. A diagnostic trouble code (DTC) is stored any time the control module illuminates the MIL due to an emissions related fault. The MIL turns OFF after three consecutive ignition cycles in which a Test Passed has been reported for the diagnostic test that originally caused the MIL to illuminate. - The MIL flashes if the control module detects a misfire condition which could damage the catalytic converter. - When the MIL is illuminated and the engine stalls, the MIL will remain illuminated as long as the ignition is ON. - When the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition is cycled OFF and then ON. TRIP A trip is an interval of time during which the diagnostic test runs. A trip may consist of only a key cycle to power up the powertrain control module (PCM), allow the diagnostic to run, then cycle the key off to power down the PCM. A trip may also involve a PCM power up, meeting specific conditions to run the diagnostic test, then powering down the PCM. The definition of a trip depends upon the diagnostic. Some diagnostic tests run only once per trip (i.e., catalyst monitor) while other tests run continuously during each trip (i.e., misfire). WARM-UP CYCLE The powertrain control module (PCM) uses warm-up cycles to run some diagnostics and to clear any diagnostic trouble codes (DTCs). A warm-up cycle occurs when the engine coolant temperature increases 22°C (40°F) from the start-up temperature. The engine coolant must also achieve a minimum temperature of 71°C (160°F). The PCM counts the number of warm-up cycles in order to clear the malfunction indicator lamp (MIL). The PCM will clear the DTCs when 40 consecutive warm-up cycles occur without a malfunction. DIAGNOSTIC TROUBLE CODES (DTCS) The powertrain control module (PCM) is programmed with test routines that test the operation of the various systems the PCM controls. Some tests monitor internal PCM functions. Many tests are run continuously. Other tests run only under specific conditions, referred to as Conditions for Running the DTC. When the vehicle is operating within the conditions for running a particular test, the PCM monitors certain parameters and determines if the values are within an expected range. The parameters and values considered outside the range of normal operation are listed as CONDITIONS FOR SETTING THE DTC. When the conditions for setting the DTC occur, the PCM executes the Action Taken When the DTC Sets. Some DTCs alert the driver via the malfunction indicator lamp (MIL) or a message. Other DTCs do not trigger a driver warning, but are stored in memory. The PCM also saves data and input parameters when most DTCs are set. This data is stored in the Freeze Frame and/or Failure Records. The DTCs are categorized by type. The DTC type is determined by the MIL operation and the manner in which the fault data is stored when a particular DTC fails. In some cases there may be exceptions to this structure. Therefore, when diagnosing the system it is important to read the Action Taken When the DTC Sets and the Conditions for Clearing the DTC in the supporting text. There are different types of DTCs and different actions taken when the DTCs set. Refer to Diagnostic Trouble Code (DTC) Type Definitions for a description of the general characteristics of each DTC type. DTC STATUS When the scan tool displays a DTC, the status of the DTC is also displayed. The following DTC statuses are indicated only when they apply to the DTC that is set. Fail This Ign. (Fail This Ignition): Indicates that this DTC failed during the present ignition cycle. Page 2255 Disclaimer Page 5908 Page 530 Control Module HVAC: Diagrams HVAC System - Automatic Blower Motor Control Module Page 3553 Body Control Module: Diagrams Body Control Module (BCM) C4 Body Control Module - C4 Part 1 Page 7359 Page 6243 Page 2558 1. Install the thermostat bypass pipe. Notice: Refer to Fastener Notice in Service Precautions. 2. Install the thermostat bypass pipe-to-engine front cover bolt. ^ Tighten the bolt to 11 Nm (98 inch lbs.). 3. Connect the thermostat bypass pipe hose. 4. Using the J 38185, reposition and secure the hose clamp at the thermostat bypass pipe. 5. Install the thermostat bypass pipe to the throttle body stud. 6. Install the thermostat bypass pipe-to-throttle body nut. ^ Tighten the nut to 25 Nm (18 ft. lbs.). 7. Connect the heater outlet hose to the thermostat bypass pipe. Page 6314 Fuse Block - Rear C1 Part 6 Page 7961 Seat Belt Tensioner: Service and Repair Deployment Outside Vehicle For Seat Belt Pretensioners DEPLOYMENT OUTSIDE VEHICLE FOR SEAT BELT PRETENSIONERS Deploy the seat belt pretensioners outside of the vehicle when the vehicle will be returned to service. Situations that require deployment outside of the vehicle include the following: - Using the SIR diagnostics, it is determined that the seat belt pretensioner is malfunctioning. - The seat belt pretensioner pigtail, if equipped, is damaged. - The seat belt pretensioner connector is damaged. - The seat belt pretensioner connector terminals are damaged. Deployment and disposal of a malfunctioning seat belt pretensioner is subject to any required retention period. CAUTION: In order to prevent accidental deployment and the risk of personal injury, do not dispose of an undeployed inflatable restraint seat belt pretensioner as normal shop waste. Undeployed seat belt pretensioners contain substances that could cause severe illness or personal injury if their sealed containers are damaged during disposal. Use the following deployment procedures to safely dispose of an undeployed seat belt pretensioner. Failure to observe the following disposal methods may be a violation of federal, state, or local laws. TOOLS REQUIRED - J 38826 SIR Deployment Harness - J 38826-25 for seat belt pretensioner module adapter - J 39401-B SIR Deployment Fixture - An appropriate pigtail adaptor 1. Turn OFF the ignition. 2. Remove the ignition key. 3. Put on safety glasses. 4. Remove the seat belt pretensioner from the vehicle. 5. When carrying a seat belt pretensioner to the deployment area, keep fingers clear of the seat belt webbing. Page 5774 - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR (PLASTIC BODY AND TERMINAL METAL PIN) REPAIR Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-D. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entire component (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR TOOLS REQUIRED J 38125-D Terminal Repair Kit IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the sealed splices and splice crimping tool from the J 38125-D. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. 1. Open the harness by removing any tape: - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice. Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. Page 8321 For vehicles repaired under warranty use, the table. Disclaimer Page 3531 Body Control Module (BCM) C3 Part 4 Page 8189 1. Remove the ground cable from the battery's negative cable. 2. Remove the center console, see WIS - Body - Interior. 3. Loosen the gear shift housing (A). AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws. 4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and secure the cable. 4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B). Page 6104 C305 Body Harness To RF Pretensioner Jumper Harness