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Chevrolet Venture V6-3.4L VIN E 1
Vehicle: Application and ID
Labels
The vehicle certification label is permanently located on the edge of the driver's door. Refer to this label in order to obtain the following
information:
^ The Gross Vehicle Weight Rating (GVWR)
^ The Gross Axle Weight Rating (GAWR), front and rear
The Gross Vehicle Weight (GVW) must not exceed the Gross Vehicle Weight Rating (GVWR).
The GVW is the weight of the vehicle and everything the vehicle carries. Include the following items when figuring the GVW:
^ The base vehicle weight (factory weight)
^ The weight of any added vehicle accessories
^ The weight of the driver and the passenger
^ The weight of any cargo being carried
The front and rear Gross Axle Weights (GAW) must not exceed the Gross Axle Weight Ratings (GAWR), front and rear.
The GAW is the weight exerted on one of the axles (front or rear).
Label - Service Parts ID
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The service parts identification label has been developed and placed on the vehicle to help service and parts personnel identity parts and options
that were originally installed on the vehicle.
The service parts identification label is located on the inside of the left quarter trim access panel (1). Refer to RPO Code List in General
Information for a definition of the codes that are printed on the service parts identification label or referred to in this service information.
Tire Placard
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The tire placard is located on the inside edge of the driver's door. Refer to the tire placard to obtain the following information:
^ Maximum vehicle capacity weight
^ Cold tire inflation pressures
^ Original equipment tire sizes
^ Original equipment tire speed ratings
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Vehicle: Application and ID
Vehicle Identification Number (VIN)
The eighth digit of the Vehicle Identification Number (VIN) identifies the engine. The adhesive-backed labels attached to the engine, laser etching
or stampings on the engine block indicate the engine unit number/date code. All engines are stamped with a VIN derivative
The primary location (1) of the VIN derivative and the secondary location (2) of the VIN derivative for the 3400 (LA1) engine is above the starter
motor on the engine block. For additional information, refer to VIN Derivative.
VIN Derivative
All engines and transmissions are stamped with a partial Vehicle Identification Number (VIN). A VIN derivative may be used in order to determine
it a vehicle contains the original engine or transmission by matching the VIN derivative positions to their accompanying positions in the complete
VIN. The following table identifies the different VIN derivative characters, the equivalent VIN positions, the character positions and their
respective definitions.
VIN Derivative
A VIN derivative can be used to determine if a vehicle contains the original engine or transmission by matching the VIN derivative positions to
their accompanying positions in the complete VIN:
Transmission ID and VIN Derivative Location
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Transmission ID Location
All automatic transmissions have a metal Identification (ID) nameplate (9) attached to the case exterior.
VIN Derivative
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VIN Derivative Table
All engines and transmissions are stamped with a partial Vehicle Identification Number (VIN). A VIN derivative may be used in order to determine
it a vehicle contains the original engine or transmission by matching the VIN derivative positions to their accompanying positions in the complete
VIN. The following table identifies the different VIN derivative characters, the equivalent VIN positions, the character positions and their
respective definitions.
VIN Derivative
A VIN derivative can be used to determine if a vehicle contains the original engine or transmission by matching the VIN derivative positions to
their accompanying positions in the complete VIN:
Vehicle Identification
Vehicle Identification
The Vehicle Identification Number (VIN) plate (1) is the legal identifier of the vehicle. The VIN plate is located on the upper left corner of the
instrument panel and can be seen through the windshield from the outside of the vehicle.
DESCRIPTION
The Regular Production Option (RPO) label is placed on the vehicle to aid service and parts personnel in identifying parts and options
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originally installed on the vehicle. A typical RPO label is shown in the accompanying image.
Knowledge of the RPO identification system can help identifying and ordering parts. Systems and assemblies may be uniquely identified by
refering to the label.
GM assigns a three digit/letter code to parts, assemblies, and systems. These RPO codes designate "options" and are assigned by General
Motors. Some system testing and part suppliers require RPO information to accurately match systems, parts and assemblies.
REPLACEMENT LABELS
Replacement labels are available through GM Service Parts Operations (SPO) for the following:
These and other labels will be found in the Standard Parts Catalog.
The Vehicle Certification Label, Tire Pressure Placard, and Service Parts Identification Label are not available as service parts.
RPO................................................................................................................................................................................................................. Description
* A stethoscope
* A piece of heater hose
Air/Wind Noise
Air/Wind Noise
* Leaking seals
* Misaligned body surfaces
* Whistle
* Roar
* Rush
When moving at highway speeds, the air pressure inside of the vehicle becomes significantly greater than the air pressure outside. If a leak exists,
the escaping air causes a hiss or a whistle.
Air passing over or through an opening between 2 body surfaces causes wind roar. Adjusting the alignment of body surfaces may correct wind roar.
Air passing over the vehicle body causes wind rush. Wind rush is related to the aerodynamics of the vehicle.
Determine whether the windnoise is wind whistle or wind roar before concluding that it is wind rush. Wind whistle and wind roar can be repaired,
but the intrinsic aerodynamics of the vehicle cannot be repaired.
Use the following procedure in order to diagnose wind whistle or wind roar:
Exterior Windnoise
Exterior Windnoise
Exterior windnoise will be louder with 1 or more of the windows open. Windnoise is caused by air passing over the following items:
Notice: If masking the grille or headlamp bezel areas, care must be taken not to restrict airflow. Restricting airflow can cause vehicle
overheating.
Interior Windnoise
Interior Windnoise
Interior windnoise will not be heard with a lowered window. Interior windnoise is caused by air leaving the inside of the vehicle through a seal or a
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seam.
1. Tape over the pressure relief valves in order to increase the air pressure within the vehicle.
2. Test drive the vehicle.
3. Listen for windnoise whistle.
4. Stop the vehicle.
5. Use masking tape in order to make temporary repairs.
6. If you are still unable to determine the source of the interior windnoise, perform 1 or more of the following tests:
Waterleak Diagnosis
Caution: When the vehicle interior has been exposed to extensive water intrusion, such as waterleaks, window left open, driving through high
water and so forth, the Sensing and Diagnostic Module (SDM) and the SDM connector may need to be replaced. With the ignition OFF, inspect the
area under the front seat and the area around the SDM, including the carpet. If any significant soaking or evidence of significant soaking is
detected, the water must be removed, water damage repaired and the SDM and the SDM connector MUST be replaced. Before attempting any of
these repairs, the SIR system must be disabled. Refer to the Supplemental Inflatable Restraint (SIR) System for instructions on how to disable the
SIR system. Failure to disable the SIR system may result in possible air bag deployment, personal injury or otherwise unneeded SIR system repairs.
GM vehicles are designed in order to operate in normal environmental conditions. The design criteria for sealing materials and components is
sufficient to withstand natural elements. The specifications do not take into consideration any of the artificial conditions that may be encountered in
high pressure car washes.
The watertest procedure correlates to natural elements. The watertest procedure will determine the ability of a vehicle to perform under normal
operating conditions.
* Proper testing
* Proper diagnosis
In order to diagnose waterleaks, find the condition in which the waterleaks occur. The following list indicates some examples of waterleak
conditions:
If the general leak area is found, isolate the exact entry point by using one of the following tests:
If the leak source is not obvious, use watertest equipment in order to determine the leak source.
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Remove the inner trim panels or any components as needed in order to locate and confirm the repairs.
Important: Pinpoint the leak area before making any repair. Do not perform random repairs. Random repairs temporarily restrict water
entry and make future diagnosis and repair more difficult.
Perform the localized testing with either water or air. Begin testing at the base of the suspected area. Continue testing the suspected area until you
locate the leak.
Continue the localized testing in the same general area in order to locate all possible leaks.
2. Apply air pressure with an air hose from the inside of the vehicle. Do not exceed 207 kPa (30 psi).
3. Observe the outside of the suspected leak area for bubbles.
1. Have an assistant detect the actual leak point inside the vehicle.
3. Begin at the base of the suspected leak area. Move the water flow slowly upward.
Repair Instructions
Stationary Window Waterleak Repair
Caution: When working with any type of glass or sheet metal with exposed or rough edges, wear approved safety glasses and gloves in order to
reduce the chance of personal injury.
Caution: When the vehicle interior has been exposed to extensive water intrusion, such as waterleaks, window left open, driving through high
water and so forth, the Sensing and Diagnostic Module (SDM) and the SDM connector may need to be replaced. With the ignition OFF, inspect the
area under the front seat and the area around the SDM, including the carpet. If any significant soaking or evidence of significant soaking is
detected, the water must be removed, water damage repaired and the SDM and the SDM connector MUST be replaced. Before attempting any of
these repairs, the SIR system must be disabled. Refer to the Supplemental Inflatable Restraint (SIR) System for instructions on how to disable the
SIR system. Failure to disable the SIR system may result in possible air bag deployment, personal injury or otherwise unneeded SIR system repairs.
Use the kit GM P/N 12346284 or the equivalent in order to repair waterleaks without removing and reinstalling the window. Use the following
method only when using the urethane adhesive furnished in the kit:
1. Push outward on the window in the area of the leak in order to determine the extent of the leak.
2. Mark the extent of the leak area.
4. From the outside of the body, use water in order to clean any dirt or foreign material from the leak area.
Use an air hose in order to dry the area.
5. Use a sharp knife in order to trim off the uneven edges of the urethane adhesive material (1) at the leak point.
Trim off the uneven edge of urethane adhesive material 75 to 100 mm (3 to 4 in) on both sides of the leak point or leak area.
6. Prime (2) the affected area using Pinch-Weld Primer, Black Number 3.
Allow the primer to dry for 10 minutes.
7. Apply the urethane adhesive material at the following locations:
8. Apply the urethane adhesive material 75-100 mm (3-4 in) on both sides of the leak point or leak area.
9. Use a flat-bladed tool (3) in order to work the urethane into the leak point of the original material and body. This action ensures a watertight
seal.
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Important: Do not run a heavy stream of water onto freshly applied urethane adhesive.
The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true:
^ DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
IMPORTANT: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C
(158°F). Allow the engine to warm to at least 70°C (158°F) before attempting the crankshaft position system variation learn procedure.
The scan tool crankshaft position system variation learn function will be inhibited if any Powertrain DTCs other than DTC P1336 are set before or
during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal
circuit, the 3X reference circuit, or the 24X reference circuit. If a malfunction has been indicated, refer to the following list to diagnoses the system
or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
The scan tool crankshaft position system variation learn function will not be enabled until engine coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command the PCM to enable CKP system variation learn
fuel cutoff and allow the crankshaft position system variation compensating values to be stored in the PCM. The PCM must detect an engine speed
of 5150 RPM (CKP system variation learn fuel cutoff) during the crankshaft position system variation learn procedure to store the crankshaft
position system variation compensating values and complete the procedure.
IMPORTANT: Set the vehicle parking brake and block the drive wheels when performing the Crankshaft Position System Variation Learning
Procedure in order to prevent personal injury. Release the throttle when the engine reaches the second fuel cut off. Leaving the throttle open during
the fuel cut off will allow the engine to decel at an even rate. Once the learn procedure is completed, the PCM will return the engine control to the
operator and the engine will respond to the throttle position.
In order to exit and save the current feature customization modes use the following procedure:
1. Turn the ignition switch to the LOCK position.
2. Reinstall the BCM PRGRM fuse.
The BCM sounds the chime a number of times equivalent to the lighting mode currently set. A transition past mode 4 repeats the sequence starting
with mode 1.
In order to enter the feature customization mode perform the following steps:
1. Turn the ignition switch to the LOCK position.
2. Remove the BCM PRGRM fuse.
3. Turn the ignition switch to the ACC position. When entering the feature customization mode, the BCM first identifies what type of BCM is
installed on the vehicle by flashing the fasten seat belts indicator and sounds the chime 2, 3 or 4 times depending on the type of BCM used on
the vehicle. There are 3 different types of BCM that can be installed on the vehicle based on the vehicle option content that matches the BCM
capabilities. Ensure that the BCM installed on the vehicle is compatible with all of the features on the vehicle. Refer to Body Control System
circuit description for BCM identification. For more information on features that can be customized, refer to:
- Interior Lights Circuit Description
- Automatic Door Lock System Description
- Keyless Entry System Circuit Description
- Content Theft Deterrent (CTD) Circuit Description
The inadvertent battery power rundown protection feature is mileage-sensitive. Vehicles with less than 15 (24 km) total accumulated miles (km)
have a 2 minute and 32 second - 3 minute and 18 second time-out instead of a 10 minute time-out.
The IP dimmer switch is also used to change the interior lighting modes during the feature customization. Refer to Feature Customization for more
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information. In addition, the IP dimmer switch is also utilized to enter the input/output test during BCM diagnostics.
Feature Customization - Keyless Entry Unlock Illumination (BCM Type 3 and 4 Only)
The BCM grounds CKT 690 for 36-44 seconds, activates the interior courtesy lights when the following conditions are met:
- The ignition switch is in the LOCK or the OFF position.
- All of the vehicle doors are closed.
- The IP dimmer switch is in the OFF position.
- The interior lamps override switch is in the ON position (interior courtesy lights enabled).
- The BCM receives a message from the Remote Control Door Lock Receiver (RCDLR) in order to unlock the doors.
Perform the following steps in order to verify your remote activation customization:
IMPORTANT: If the ignition switch is turned OFF or the driver door is opened while the Body Control Module (BCM) is in the customization
process, the process will be terminated and the BCM will remain in the most recent mode.
1. Remove the BCM PRGRM fuse from the fuse panel. Refer to Fuse Block in Wiring Systems.
2. Close all of the doors.
3. Close the liftgate.
4. Turn the ignition to ACC.
The seat belt telltale will flash and the chime will sound 1-4 times in order to indicate that the body control module (BCM) is in the feature
customization mode.
5. Press the transmitter LOCK button.
The seat belt telltale will flash and the chime will sound 1-2 times in order to indicate which remote unlock control mode the BCM is in. Each
time the transmitter LOCK button is pressed, the mode number will advance. A transition past mode 4 will start over again at mode 1.
6. Turn the ignition OFF.
7. If you wish to customize other features, customize the features before reinstalling the BCM PRGRM fuse block.
8. Replace the BCM PRGRM fuse back into the fuse panel. Refer to Fuse Block in Electrical Diagnosis. Your current customization is now
saved.
Perform the following steps in order to customize the remote unlock control:
IMPORTANT: If the ignition switch is turned OFF or the driver door is opened while the Body Control Module (BCM) is in the customization
process, the process will be terminated and the BCM will remain in the most recent mode.
Power to the sunshade illuminated vanity mirror is provided by the BCM through CKT 328, so that they are protected by the inadvertent load
(battery rundown) protection in case that a mirror cover is left open.
Theater dimming does not work when turning the IP dimmer switch from the DOME position to the OFF position or when the illumination feature
is cancelled by locking the doors with a power door lock switch. Also, theater dimming does not work when the exit illumination feature is
disabled.
The BCM determines the distance traveled by interfacing with the vehicle speed CKT 389 which makes a ground transition 4000 times per 1.6 km
(1 mile) traveled. Once the vehicle has been driven past the 15 mile (24 km) mark, the BCM changes inadvertent battery power rundown protection
timer from 3 minutes to 10 minutes.
In addition, the BCM uses the vehicle speed CKT 389 for the operation of the turn signal reminder.
If the inadvertent battery power rundown protection stays at 3 minutes on vehicles with more than 15 miles (24 km), refer to Audible Warnings for
possible malfunction of the turn signal reminder.
In addition, these lamps have switches that allow the operator to turn them on when the interior courtesy lights are off. The switches, upon
activation, provide ground to these lamps turning them to the ON position. The switches obtain ground through CKT 650. Power to these lamps is
provided by the BCM through CKT 328, so that they are protected by the inadvertent load (battery rundown) protection in case they are left in the
ON position.
The memory seat module uses position sensor inputs to establish soft stop locations for the adjuster motors several millimeters ahead of the
physical limits of the adjuster assembly. After replacing a memory seat module or adjuster components, it may be necessary to reset the adjuster
motor soft stop locations. When the repair procedure has been completed, operate the seat adjuster switch in every direction until the seat adjuster
reaches its mechanical hard stop by repeatedly pressing and releasing the switch as necessary.
Power Sliding Door (PSD) - Re-Initialization
IMPORTANT: Before you perform the PSD re-initialization, check for Diagnostic Trouble Codes (DTCs) by performing Diagnostic Mode 1.
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Refer to Diagnostic Modes in Power Sliding Door Diagnostic Information.
Perform the following PSD re-initialization procedure when any of the following conditions occur:
^ The PSD is inoperative.
^ Reconnecting the vehicle battery.
^ After recharging the vehicle battery.
^ After reinstalling or replacing the radio fuse located in the underhood accessory wiring junction block.
^ Exiting any of the diagnostic modes.
IMPORTANT: Once the remote control door lock receiver enters the programming/diagnostic mode, the programming of the first transmitter
erases all previous transmitter programming information, requiring the programming of all transmitters.
Program only 1 vehicle remote control door lock receiver at a time. If more than 1 receiver is being programmed at the same time, it is possible that
the same transmitter could be programmed to more than 1 remote control door lock receiver.
IMPORTANT: After 7 seconds, a chime may be heard confirming successful synchronization. It is necessary to wait approximately 14
secondsfor a second chime that will confirm successful programming.
8. Press and hold the transmitter LOCK and UNLOCK buttons simultaneously for 14 seconds.
9. Repeat the previous step on each additional transmitter to be programmed.
10. Remove the ignition key from the ignition lock cylinder.
11. Install the BCM PRGRM fuse back into the fuse panel.
Remote Keyless Entry (RKE) - Transmitter - Resynchronization
The Remote Function Actuation (RFA) system uses a continually changing code for increased security. Normally, the remote control door lock
receiver will keep track of this changing code. However, loss of synchronization will occur if the transmitter is activated more than 256 times while
out of range of the vehicle.
If the transmitter stops working, you may need to synchronize the transmitter to the vehicle remote control door lock receiver. In order to
synchronize the transmitter to the vehicle remote control door lock receiver, press and hold the LOCK and the UNLOCK buttons for at least 7
seconds. If your vehicle is equipped with content theft deterrent, the horn will sound once the synchronization is complete. Inspect the transmitter
operation when the process is complete.
Tools Required
^ Tech 2
^ Techline Terminal with current Service Programing System (SPS) software
1. Connect the Tech 2 Diagnostic tool.
2. Select Request Information under Service Programing.
3. Disconnect the Tech 2 from the vehicle and connect it to a Techline Terminal.
4. On the Techline Terminal, select Theft Module Re-Learn under Service Programming.
5. Disconnect the Tech 2 from the Techline Terminal and re-connect it to the vehicle.
6. Turn ON the ignition, with the engine OFF, using a Master Pass Key III Key (Black).
7. Select VTD Re-Learn under Service Programming.
8. At this point the Tech 2 must remain connected for the duration of the 10 minute Re-Learn period.
9. Observe the Security telltale, after approximately 10 minutes the telltale will turn off. (The vehicle is now ready to re-learn the key
information and/or passwords on the next ignition switch transition from OFF to CRANK)
10. Turn OFF the ignition and wait 5 seconds.
11. Start the vehicle (the scan tool has now learned the key and password information).
12. With the scan tool, clear any DTCs
IMPORTANT: The vehicle learns the key information and/or passwords on the ignition switch transition from OFF to CRANK. You must turn
the ignition OFF before attempting to start the vehicle.
5. Start the vehicle (the vehicle has now learned the key and password information).
6. With a scan tool, clear any DTCs.
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Engine: Description and Operation
The drive belt system may use one belt or two belts. The drive belt is thin so that it can bend backwards and has several ribs to match the grooves in
the pulleys. There also may be a V-belt style belt used to drive certain accessory drive components. The drive belts are 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.
The drive belt system may have an idler pulley, which is used to add wrap to the adjacent pulleys. Some systems use an idler pulley in place of an
accessory drive component when the vehicle is not equipped with the accessory.
Starting from the front of the engine, the right bank cylinders are 1, 3, 5. The left bank cylinders are 2, 4, 6.
Four main bearings support the crankshaft. The crankshaft is retained by the bearing caps. The bearing caps are machined with the block for proper
alignment and clearances. The main bearing caps are drilled and tapped for the structural oil pan side bolts.
The aluminum cylinder heads have individual intake and exhaust ports for each cylinder. The valve guides are pressed in. The roller rocker arms
are located on a pedestal in a slot in the cylinder head. The roller rocker arms are retained on individual threaded bolts.
The crankshaft is cast nodular iron with deep rolled fillets on all 6 crankpins and all 4 main journals. Four steel-backed aluminum bearings are
used. The #3 bearing is the end-thrust bearing.
The camshaft is made from a new metal composite design. The camshaft profile is a hydraulic roller design. The camshaft is supported by 4
journals. The camshaft includes an oil pump drive gear.
The pistons are cast aluminum using 2 compression rings and 1 oil control ring. The piston pin is offset 0.8 mm (0.031 inch) towards the major
thrust side. This placement allows for a gradual change in thrust pressure against the cylinder wall as the piston travels its path. The pins are
chromium steel. The pins have a floating fit in the pistons. The pins are retained in the connecting rods by a press fit.
The connecting rods are made of forged steel. Full pressure lubrication is directed to the connecting rods by drilled oil passages from the adjacent
main bearing journal.
A roller rocker type valve train is used. Motion is transmitted from the camshaft through the hydraulic roller lifter and from the pushrod to the roller
rocker arm. The rocker arm pivots on the needle roller bearings. The rocker arm transmits the camshaft motion to the valve. The rocker arm
pedestal is located in a slot in the cylinder head. The rocker arm is retained in the cylinder head by a bolt. The pushrod is located by the rocker arm.
The intake manifold is a 2-piece cast aluminum unit. The intake manifold centrally supports a fuel rail with 6 fuel injectors.
Installation Precautions
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Caution: Before removing or installing any electrical unit, or when a tool or equipment could easily come in contact with "live" or "hot all
the times" exposed electrical terminals, disconnect the negative battery cable to help prevent personal injury and/or damage to the vehicle
or components. Unless instructed otherwise, the ignition switch must be in the OFF or LOCK position.
Caution: Before servicing any electrical component, the ignition key must be in the OFF or LOCK position and all electrical loads must be
OFF, unless instructed otherwise in these procedures. If a tool or equipment could easily come in contact with a five exposed electrical
terminal, also disconnect the negative battery cable. Failure to follow these precautions may cause personal injury and/or damage to the
vehicle or its components.
Notice: The following information on engine service should be noted carefully, as it is important in preventing damage and contributing to
reliable engine performance.
Use a block of wood under the oil pan when raising or supporting the engine. Jacking against the oil pan may cause the oil pan to bend against
the pump screen and result in a damaged pickup unit.
Any time the throttle body or throttle body air inlet tube is removed, the intake opening should be covered. Covering the opening will protect
against the accidental entrance of foreign material which could follow the intake passage into the cylinder and cause extensive damage when the
engine is started.
Notice: Pull on the spark plug boot, the heat shield or use an approved spark plug boot removal tool, twisting a half-turn to release the seal while
removing. Do not pull on the spark plug wire or it may be damaged.
Notice: Clean the spark plug recess area before removing the spark plug. Failure to do so could result in engine damage because of dirt or
foreign material entering the cylinder head, or by the contamination of the cylinder head threads. The contaminated threads may prevent the
proper seating of the new plug. Use a thread chaser to clean the threads of any contamination.
Notice: Allow the engine to cool before removing the spark plugs. Attempting to remove the spark plugs from a hot engine may cause the plug
threads to seize, causing damage to cylinder head threads.
Lubrication Description
Front View
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Rear View
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Right View
Full pressure lubrication, through a full flow oil filter, is furnished by a gear type oil pump. The oil is drawn up through the pickup screen and the
tube. The oil passes through the pump to the oil filter.
The oil filter is a full flow paper element unit. An oil filter bypass is used in order to ensure oil supply during the following conditions:
^ On a cold start
^ If the filter is plugged
^ If the filter develops excessive pressure drop
A new priority oil delivery system supplies oil first to the crankshaft journals. The oil from the crankshaft main bearings is supplied to the
connecting rod bearings by intersecting the passages drilled in the crankshaft. The passages supply the oil to the crankshaft main bearings and the
camshaft bearings through the intersecting vertical drilled holes. The oil passages from the camshaft journals supply oil to the hydraulic lifters.
The hydraulic lifters pump oil up through the pushrods to the rocker arms. The cast dams in the crankcase casting direct the oil that drains back
from the rocker arms in order to supply the camshaft lobes. The camshaft chain drive is lubricated by indirect oil splash.
Important: Do not use any other method or technique in order to remove the gasket material from a components.
Do not use the following items in order to clean the gasket surfaces:
^ Abrasive pads
^ Sand paper
^ Power tools
Abrasive pads also produce a fine grit that the oil filter cannot remove from the oil. This grit is abrasive and may cause internal engine damage.
3. Remove all of the gasket and the sealing material from the component using a plastic or a wood scraper. Do not gouge or scrape the sealing
surfaces.
Important: Do not allow the sealant to enter any blind threaded holes. The sealant may cause the following conditions:
^ Prevent you from properly seating the bolt
^ Cause damage when you tighten the bolt
4. When assembling components, use only the sealant specified in the service procedure. Ensure that the sealing surfaces are clean and free of
debris or oil. When applying sealant to a component, apply a bead size as specified in the service procedure.
5. Tighten the bolts to the specifications.
Separating Parts
In addition to the RTV sealant's sealing capabilities, the RTV sealants may form an adhesive bond between the components. This may make the
components difficult to remove or to separate. The RTV sealant is weakest in shear strength and parts. If possible, bump the components
sideways rather than using prying tools in order to remove the components. This technique prevents damage when the bonding strength of the
RTV sealant is stronger than the component itself. Perform bumping at the bends or at the reinforced areas in order to prevent part distortion.
Service Precautions
Important: Follow the engine service information below. This information is important in order to prevent damage and in contributing to
reliable engine performance.
In order to avoid damage to the engine oil pan, use a block of wood between the jack and the oil pan. Ensure that the block of wood extends past
the complete width of the oil pan. Due to the small clearance between the oil pan and the oil pump screen, jacking against the oil pan may cause
the oil pan to bend against the pump screen. This condition results in a damaged oil pick-up unit.
When working on the engine, remember that the 12 volt electrical system is capable of causing short circuits. When performing any work where
electrical terminals may possibly be grounded, disconnect the ground cable of the battery at the battery.
Any time you remove the air cleaner, cover the intake opening. This procedure protects against the accidental entrance of foreign material.
Foreign material may follow the intake passage into the cylinder. This condition causes extensive damage when you start the engine.
In the mechanical procedures described, generally no references will be made to the removal of optional equipment such as the power steering
pump, the air conditioning compressor, etc.
If you need to remove any optional equipment in order to perform other service, refer to the appropriate section for the specific information.
An approved engine repair stand will prevent personal injury or damage to the engine components. The special tools are designed in order to
quickly and safely accomplish the operations for which the tools are intended. Using the tools will minimize possible damage to the engine
components. Precision measuring tools are required for the inspection of certain critical components. Torque wrenches are needed for the correct
assembly of various parts.
Important: Do not use any other method or technique in order to remove the gasket material from a component.
^ Do not use the following items in order to clean the gasket surfaces:
- Abrasive pads
- Sand Paper
- Power tools
These methods of cleaning may damage the part.
Abrasive pads also produce a fine grit that the oil filter cannot remove from the oil. This grit is abrasive and may cause internal engine damage.
^ Remove all of the gasket material from the component using a plastic or a wood scraper. Use Loctite (R) brand gasket remover P/N 4MA or
the equivalent. Follow all of the safety recommendations and the directions that are on the container.
Important: Do not allow the sealer to enter the blind threaded holes. The sealer may cause the following conditions:
- Prevent you from properly seating the bolt
- Cause damage when you tighten the bolt
^ Apply the RTV sealant to a clean surface. Use a bead size as specified in the procedure. Apply the bead to the inside of any bolt holes.
^ Assemble the components while the RTV sealant is still wet (within 3 minutes). Do not wait for the RTV sealant to skin over.
Important: Do not use any other method or technique in order to remove the gasket material from a component.
Do not use the following items in order to clean the gasket surfaces:
^ Abrasive pads
^ Sand paper
^ Power tools
These methods of cleaning may damage the part.
Abrasive pads also produce a fine grit that the oil filter cannot remove from the oil. This grit is abrasive and may cause internal engine damage.
^ Remove all of the gasket material from the component using a plastic or a wood scraper. Use Loctite (R) brand gasket remover P/N 4MA or
the equivalent. Follow all of the safety recommendations and the directions that are on the container.
^ Apply a continuous bead of the gasket eliminator to 1 flange. Clean and dry any surfaces that you will reseal.
Important: Anaerobic sealed joints that are partially torqued and allowed to cure more than 5 minutes may result in incorrect shimming and
sealing of the joint.
^ Do not allow the sealer to enter the blind threaded holes. The sealer may cause the following conditions:
- Prevent you from properly seating the bolt
- Cause damage when you tighten the bolt
^ Spread the sealer evenly in order to get a uniform coating on the sealing surface.
^ Tighten the bolts to the specifications.
^ Remove the excess sealer from the outside of the joint.
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Engine: Testing and Inspection
Base Engine Misfire Diagnosis
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Engine: Testing and Inspection
Engine Noise Diagnosis
Exhaust
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Valve Train
Base Engine
Piston Noise
Piston pin, piston, and connecting rod noise are hard to separate. A loose piston pin causes a sharp double knock usually heard when the engine
is idling, or during sudden acceleration then deceleration of the engine. A piston pin that has been improperly fitted will emit a light ticking noise
that is more noticeable with no load on the engine. Excessive piston-to-cylinder bore clearance will cause a piston slap noise. The noise is similar
to a metallic knock, as if the piston were slapping the cylinder wall during the stroke.
As with most engine noise, understanding the cause of the noise will help you imagine what the noise sounds like. An indication of piston slap is
a decrease in noise as the engine warms up. When the engine is cold, the piston-to-bore clearance is greater and piston slap will be louder. The
following conditions may cause piston noise:
^ A worn or loose piston pin
^ Improper pin fit
^ Excessive piston-to-cylinder bore clearance
^ Lack of lubrication
^ Carbon deposits on top of the piston striking the cylinder head
^ Worn or broken piston ring land
^ Broken or cracked piston
^ Misaligned connecting rods
^ Worn or damaged rings
^ Excessive ring land clearance
^ Insufficient ring-end gap clearance
^ Piston 180 degrees out of position
^ Incorrect skirt profiles
Flywheel Noise
Notice: Converter bolts that are too long may dimple the torque converter clutch apply surface and cause a shudder condition.
A loose or cracked flywheel will produce an irregular thud or click. Complete the following steps in order to test for a loose or cracked flywheel:
1. Operate the vehicle at approximately 32 km/h (20 mph).
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2. Shut off the engine.
If a thud is heard, the flywheel may be loose or damaged. This type of thud is loudest on deceleration.
Loose torque converter-to-flywheel or flywheel-to-crankshaft bolts will resemble a bearing knock. This condition produces several raps during
quick acceleration on a free-running engine. Depending on the idle smoothness, when the transaxle is in gear, the noise may or may not appear.
Inspect the torque converter-to-flywheel and the flywheel-to-crankshaft bolts before attempting to investigate any bearing-related knock.
Caution: The following procedure is not recommended on engines with stainless steel exhaust manifolds because manifold temperature
will exceed the flash point of the oil causing a fire with possible personal injury.
If the valve mechanism is abnormally noisy, remove the valve rocker arm covers. Use a stethoscope in order to determine which valve train
components are causing the noise. The causes of the valve noise include the following conditions:
^ Broken or weak valve springs
^ Sticking or warped valves
^ Bent push rods
^ Dirty, stuck, or worn valve lifters
^ Damaged or improperly machined camshaft lobes
^ Insufficient or poor oil supply to the valve train (low oil pressure)
^ Excessive valve stem-to-guide clearance
^ Worn valve guides
^ Worn push rods
^ Worn valve rocker arms
^ A broken valve rocker arm bolt
^ Loose or worn valve rocker arm attachments
^ Missing or improperly positioned lifter guides (roller lifter engines)
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Engine: Testing and Inspection
Oil Consumption Diagnosis
An engine that has excessive oil consumption uses 0.9L (1 qt.) of oil, or more, within 2,000 mi (3 200 km). The following list indicates the
conditions and corrections of excessive oil consumption:
You may repair most fluid leaks by first visually locating the leak, repairing or replacing the component, or by resealing the gasket surface. Once
the leak is identified, determine the cause of the leak. Repair the leak and the cause of leak.
Powder Method
1. Completely clean the entire engine and surrounding components.
2. Apply an aerosol-type powder (baby powder, foot powder, etc.) to the suspected area.
3. Operate the vehicle for several miles at normal operation temperature and at varying speeds.
4. Identify the type of fluid, and the approximate location of the leak, from the discolorations in the powder surface.
5. Visually inspect the suspected area. Use a small mirror to assist in looking at hard to see areas. Refer to Possible Causes for Leaks if
necessary.
Engine Replacement
Removal Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable Disconnect/Connect Procedure.
2. Remove the throttle body air inlet duct. Refer to Air Filter Element Replacement in Computers and Controls.
3. Remove the cruise control cable from the engine and reposition the cable away from the engine. Refer to Cruise Control Cable Replacement
in Cruise Control.
Caution: In order to avoid possible injury or vehicle damage, always replace the accelerator control cable with a NEW cable
whenever you remove the engine from the vehicle.
In order to avoid cruise control cable damage, position the cable out of the way while you remove or install the engine. Do not pry or
lean against the cruise control cable and do not kink the cable. You must replace a damaged cable.
4. Remove the accelerator control cable from the engine and reposition the cable away from the engine. Refer to Accelerator Controls Cable
Replacement in Computers and Controls.
5. Drain the engine coolant from the cooling system. Refer to Draining and Filling Cooling System in Cooling System.
6. Disconnect the radiator hoses from the engine. Refer to Radiator Hose Replacement - Inlet and Radiator Hose Replacement - Outlet in
Cooling System.
7. Disconnect the heater hoses from the engine. Refer to Heater Hose Replacement - Inlet and Heater Hose Replacement - Outlet in Heating and
Air Conditioning.
8. Remove the engine mount struts. Refer to Engine Mount Strut Replacement (Left) or Engine Mount Strut Replacement (Right).
Important: Relief the fuel pressure. Refer to Fuel Pressure Relief Procedure in Computers and Controls.
9. Disconnect the fuel lines from the fuel rail. Refer to Fuel Hose/Pipes Replacement (Engine Compartment) (Engine pipes) in Computers and
Controls.
10. Remove the engine wiring harness connectors.
11. Remove the vacuum hoses from the engine.
12. Remove the vacuum brake booster hose. Refer to Vacuum Brake Booster Hose Replacement in Brakes and Traction Control.
13. Remove the automatic transaxle range selector cable. Refer to Automatic Transmission Range Selector Cable Replacement in Transmission
and Drivetrain.
14. Raise and support the vehicle. Refer to Vehicle Lifting.
15. Drain the engine oil. Refer to Engine Oil and Oil Filter Replacement (Without Oil Cooler) or Engine Oil and Oil Filter Replacement (With
Oil Cooler).
16. Remove the wiring harness grounds.
17. Remove the three-way catalytic converter exhaust pipe from the engine right side exhaust manifold. Refer to Catalytic Converter
Replacement in Powertrain Management.
18. Remove the front tires and wheels. Refer to Tire and Wheel Removal and Installation.
19. Remove the engine splash shields. Refer to Splash Shield Replacement - Engine in Body and Frame.
20. Remove the stabilizer shaft links from the lower control arms. Refer to Stabilizer Shaft Link Replacement in Steering and Suspension.
21. Remove the tie rod ends from the steering knuckles. Refer to Steering Knuckle Replacement in Steering and Suspension.
22. Remove the lower ball joints from the knuckles. Refer to Lower Ball Joint Replacement in Steering and Suspension.
23. Remove the transaxle cooler lines and bracket from the transaxle. Refer to Automatic Transmission Oil Cooler Hose Replacement in
Transmission and Drivetrain.
24. Disconnect the drive axles from the transaxle. Refer to Wheel Drive Shafts Replacement in Transmission and Drivetrain.
25. Secure the drive axles to the steering knuckle/struts.
Caution: Failure to disconnect the intermediate shaft from the rack and pinion steering gear stub shaft can result in damage to the
steering gear and/or intermediate shaft. This damage may cause loss of steering control which could result in an accident and
possible personal injury
26. Remove the intermediate shaft from the steering gear. Refer to Lower/Upper Intermediate Steering Shaft Replacement in Steering and
Suspension.
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27. Lower the vehicle until the frame contacts the transaxle table.
28. Remove the frame bolts. Refer to Frame Replacement in Body and Frame.
29. Raise the vehicle in order to separate the powertrain/frame from the vehicle.
30. Remove the engine-to-transaxle bolts (3, 4, 5 and 6) and studs (1 and 2).
31. Remove the engine flywheel to torque converter bolts. Refer to Flywheel to Torque Converter Bolts in Transmission and Drivetrain.
32. Remove the engine from the transaxle/frame to the engine stand.
Installation Procedure
2. Install the engine-to-transaxle bolts (3, 4, 5 and 6) and studs (1 and 2).
^ Tighten the engine-to-transaxle bolts (3, 4, 5 and 6) and studs (11 and 2) to 75 Nm (55 ft. lbs.).
3. Install the engine flywheel to torque converter bolts. Refer to Flywheel to Torque Converter Bolts in Transmission and Drivetrain.
4. Position the transaxle table with the powertrain/frame under the vehicle.
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5. Lower the vehicle until the frame contacts the transaxle table.
6. Install the NEW frame bolts. Refer to Frame Replacement in Body and Frame.
7. Raise and support the vehicle. Refer to Vehicle Lifting.
8. Remove the transaxle table.
Caution: When installing the intermediate shaft make sure that the shaft is seated prior to pinch bolt installation. If the pinch bolt is
inserted into the coupling before shaft installation, the two mating shafts may disengage. Disengagement of the two mating shafts will
cause loss of steering control which could result in personal injury.
9. Install the intermediate shaft to steering gear. Refer to Lower/Upper Intermediate Steering Shaft Replacement in Steering and Suspension.
10. Install the drive axles to the transaxle. Refer to Wheel Drive Shafts Replacement in Transmission and Drivetrain.
11. Install the transaxle cooler lines and bracket to the transaxle. Refer to Automatic Transmission Oil Cooler Hose Replacement in Transmission
and Drivetrain.
12. Install the lower ball joints to the knuckles. Refer to Lower Ball Joint Replacement in Steering and Suspension.
13. Install the tie rod ends to the steering knuckles. Refer to Steering Knuckle Replacement in Steering and Suspension.
14. Install the stabilizer shaft links to the lower control arms. Refer to Stabilizer Shaft Link Replacement in Steering and Suspension.
15. Install the inner fender splash shield. Refer to Splash Shield Replacement - Engine in Body and Frame.
16. Install the front tires and wheels. Refer to Tire and Wheel Removal and Installation in Steering and Suspension.
17. Install the three-way catalytic converter exhaust pipe to the engine right side exhaust manifold. Refer to Catalytic Converter Replacement in
Powertrain Management.
18. Install the wiring harness grounds.
19. Lower the vehicle
20. Install the automatic transaxle range selector cable. Refer to Automatic Transmission Range Selector Cable Replacement in Transmission and
Drivetrain.
21. Install the vacuum brake booster hose. Refer to Vacuum Brake Booster Hose Replacement in Brakes and Traction Control.
22. Install the vacuum hoses to the engine.
23. Install the engine wiring harness connectors.
24. Install the fuel lines to the fuel rail. Refer to Fuel Hose/Pipes Replacement (Engine Compartment) (Engine pipes) in Computers and Controls.
25. Install the throttle body bracket and cables. Refer to Accelerator Controls Cable Replacement in Computers and Controls.
26. Install the engine mount strut. Refer to Engine Mount Strut Replacement (Left) or Engine Mount Strut Replacement (Right).
27. Connect the heater hoses to the engine. Refer to Heater Hose Replacement - Inlet and Heater Hose Replacement - Outlet in Heating and Air
Conditioning.
28. Connect the radiator hoses to the engine. Refer to Radiator Hose Replacement - Inlet and Radiator Hose Replacement - Outlet in Cooling
System.
29. Fill the cooling system with engine coolant. Refer to Draining and Filling Cooling System in Cooling System.
30. Adjust the transaxle fluid level. Refer to the following information:
^ Transmission Fluid Checking Procedure in Transmission and Drivetrain
^ Capacities - Approximate Fluid
^ Fluid and Lubricant Recommendations
31. Fill the engine with oil. Refer to Engine Oil and Oil Filter Replacement (Without Oil Cooler) or Engine Oil and Oil Filter Replacement (With
Oil Cooler).
Caution: In order to avoid possible injury or vehicle damage, always replace the accelerator control cable with a NEW cable
whenever you remove the engine from the vehicle.
In order to avoid cruise control cable damage, position the cable out of the way while you remove or install the engine. Do not pry or
lean against the cruise control cable and do not kink the cable. You must replace a damaged cable.
32. Install the accelerator control cable to the engine. Refer to Accelerator Controls Cable Replacement in Computers and Controls.
33. Install the cruise control cable to the engine. Refer to Cruise Control Cable Replacement in Cruise Control.
34. Install the throttle body air inlet duct. Refer to Air Filter Element Replacement in Computers and Controls.
35. Connect the battery ground (negative) cable. Refer to Battery Negative Cable Disconnect/Connect Procedure.
36. Perform the CKP system variation learn procedure. Refer to CKP System Variation Learn Procedure in Computers and Controls.
37. Inspect for proper fluid levels and possible fluid leaks.
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^ Tools Required
- J 28467-B Universal Engine Support Fixture
- J 28467-500 Engine Support Fixture
1. Remove the right side engine mount strut. Refer to Engine Mount Strut Replacement (Left) or Engine Mount Strut Replacement (Right).
2. Install the J 28467-500.
4. Install the spreader bar to the engine right side engine lift hook.
5. Install the J 28467-6A.
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6. Install the J 28467-7A to the engine left side engine lift hook.
7. Install the J 28467-34.
8. Install the J 28467-6A.
Important: Perform the following steps only if you are disconnecting both of the powertrain mounts from the frame or the powertrain.
Caution: The utility straps MUST be installed in order to prevent forward movement of the powertrain. If the utility straps are not
installed, the powertrain will move which may cause personal injury and vehicle damage.
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Removal Procedure
^ Tools Required
- J 41131 Engine Tilt Strap
1. Remove the throttle body air inlet duct. See: Tune-up and Engine Performance Checks/Air Cleaner Housing/Air Filter Element/Service and
Repair
2. Set the park brake.
3. Shift the transaxle into Neutral.
4. Remove the engine mount strut bolts. Swing the engine mount struts aside. Refer to Engine Mount Strut Replacement (Left) or Engine Mount
Strut Replacement (Right).
1. Remove the engine mount strut and A/C compressor bracket bolts.
2. Remove the engine mount strut and A/C compressor bracket.
8. Remove the oil level indicator and oil level indicator tube.
Important: Do not remove the oil filter fitting unless replacement or repair is needed.
1. Remove the fuel feed and return pipe retaining clip bolt.
2. Remove the fuel feed and return pipe retaining clip.
Important: Place the valve train components in a rack in order to ensure that the components are installed in the same location from which
they were removed.
Important: Once removed, place the valve lifters in an organized order so the valve lifters can be installed into the original locations.
Pry out the crankshaft front oil seal using a suitable tool. Use care not to damage the engine front cover or the crankshaft.
1. Remove the engine front cover bolts (1), (2), and (3).
2. Remove the engine front cover.
3. Remove the engine front cover gasket.
Notice: All camshaft journals are the same diameter, so care must be used in removing or installing the camshaft to avoid damage to the
camshaft bearings.
1. Mark the piston with the number of the cylinder from which the piston is being removed.
2. Mark the connecting rod and the connecting rod cap in order to ensure correct assembly.
Notice: If there is a pronounced ridge at the top of the piston travel, the ridge must be removed with a ridge reamer before the piston and
connecting rod assembly are removed. Applying force may break the piston rings or damage the piston.
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3. Use the J 24270 in order to remove the cylinder bore ring ridge. Complete the following steps:
3.1. Turn the crankshaft until the piston is at the bottom of the stroke.
3.2. Cover the piston with a cloth.
3.3. Remove the cylinder ring ridge.
3.4. Turn the crankshaft until the piston is at the top of the stroke.
3.5. Remove the cloth.
3.6. Remove the metal shavings from the cylinder and piston.
Notice: Install thread protector in order to avoid damage to the crankshaft journal.
6. Remove the connecting rod and piston assembly. Push out the assembly using a suitable tool.
2. Pry out the crankshaft rear oil seal out using a suitable tool.
9. Use a straight edge and a feeler gauge in order to test the deck surface for flatness. Carefully machine minor irregularities. Replace the block
if more than 0.25 mm (0.010 inch) must be removed.
10. Inspect the oil pan rail for nicks. Inspect the front cover attaching area for nicks. Use a flat mill file in order to remove any nicks.
Notice: A broken flywheel may result if the transmission case mating surface is not flat.
12. Use the following procedure in order to measure the engine block flange runout at the 6 mounting bolt hole bosses:
12.1. Temporarily install the crankshaft. Measure the crankshaft flange runout.
12.2. Hold the J 8001 gauge plate flat against the crankshaft flange.
12.3. Place the dial indicator stem on the transmission mounting bolt hole boss. Set the indicator to 0.
12.4. Record the readings obtained from all of the bolt hole bosses. The measurements should not vary more than 0.25 mm (0.010 inch).
12.5. Retest the crankshaft flange runout if the readings vary more than 0.25 mm (0.010 inch). If the crankshaft flange runout is within the
specification, replace the engine block.
Important: Perform the following inspections, and reconditioning (if necessary), with the crankshaft main bearing caps installed and
tightened to specification.
13. Inspect the crankshaft main bearing bores. Use the J 8087 in order to measure the bearing bore concentricity and alignment at the following
locations:
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^ The camshaft
^ The crankshaft
14. Replace the engine block if the bores are out of specification.
15. Use the J 8087 in order to inspect the cylinder bores. Inspect the bores for the following conditions:
^ Wear
^ Taper
^ Runout
^ Ridging
Important: If the bore is worn beyond the limits, refit the bore with 0.5 mm oversized pistons.
16. Leave sufficient material in order to allow honing when fitting the piston.
1. Before honing or boring, measure all of the new pistons. Select the smallest piston for the piston fitting. Slightly varied pistons in a set may
provide correction, if the first piston is too loosely fitted.
2. Before using any type of boring bar, file the top of the engine block to remove any dirt or burrs. If the cylinder block is not straight, the
boring bar may be tilted, causing the bored cylinder wall to have incorrect right angles to the crankshaft.
3. Carefully follow the instructions furnished by the manufacturer regarding use of equipment.
4. Install all crankshaft main bearing caps to specification when boring cylinders. Cover or tape the crankshaft bearings and other internal parts
to protect these parts during the boring or honing operation.
5. Leave 0.03 mm (0.001 inch) on the diameter for finish honing when performing the final cut with a boring bar. Carefully perform the honing
and boring operation to maintain the specified clearances between pistons, rings, and cylinder bores.
Honing Procedure
1. Follow the manufacturer's recommendations for use, cleaning, and lubrication when honing the cylinders. Use only clean, sharp stones of the
proper grade for the amount of material to be removed. Dull, dirty stones cut unevenly and generate excessive heat. When using coarse or
medium-grade stones, leave sufficient metal so all stone marks may be removed with the fine stones used for finishing to provide the proper
clearance.
2. During the honing operation, thoroughly clean the cylinder bore. Check for the correct piston fit.
3. Make full strokes in the cylinder to eliminate taper. Repeatedly check the measurement at the top, the middle, and the bottom of the cylinder
bore.
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Notice: Handle the pistons with care. Do not force the pistons through the cylinder until you hone the cylinder to the correct size. The piston
can be distorted through careless handling.
4. When finish honing a cylinder bore to fit a piston, move the hone up and down at a sufficient speed to obtain a fine and uniform surface
finish in a cross hatch pattern.
5. The finish marks should be clean but not sharp. The finish marks should be free from imbedded particles and torn or folded metal.
6. Determine the finish hone cylinder measurement by measuring the piston to be installed, and by adding the average of the clearance
specification. Measure the block and the piston at normal room temperature.
7. True up the refinished cylinder bores. Final hone each cylinder bore to remove all stone or cutter marks.
8. After final honing and before the piston is checked for fit, clean the bores with hot water and detergent. Scrub the bores with a stiff bristle
brush and rinse the bores thoroughly with hot water. Do not allow any abrasive material to remain in the cylinder bores. This abrasive
material will wear the new rings, the cylinder bores, and the bearings lubricated by the contaminated oil. After washing dry the bore.
9. Permanently mark the piston for the cylinder to which the piston has been fitted.
10. Apply clean engine oil to each bore to prevent rusting.
1. Apply sealer GM P/N 12346004 or the equivalent to the oil pressure switch threads.
5. Install the crankshaft position sensor into the side of the engine block.
6. Apply threadlock GM P/N 12345382 or the equivalent to the position sensor stud threads.
7. Install the crankshaft position sensor stud.
^ Tighten the crankshaft position sensor stud to 11 Nm (98 inch lbs.).
8. Apply sealer GM P/N 12346004 or the equivalent to the knock sensor threads.
9. Install the knock sensor.
^ Tighten the knock sensor to 19 Nm (14 ft. lbs.).
10. Apply sealer GM P/N 12346004 or the equivalent to the front oil gallery plug threads (1 and 2).
11. Install the front oil gallery plug (1).
^ Tighten the oil gallery plug (1) to 19 Nm (14 ft. lbs.).
12. Install the front oil gallery plug (2).
^ Tighten the oil gallery plug (2) to 33 Nm (24 ft. lbs.).
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13. Apply sealer GM P/N 12346004 or the equivalent to the rear oil gallery plug threads (1 and 4).
14. Install the rear oil gallery plugs (1 and 4).
^ Tighten the oil gallery plugs (1 and 4) to 19 Nm (14 ft. lbs.).
15. Install the rear oil gallery plugs (2 and 3).
^ Tighten the oil gallery plugs (2 and 3) to 33 Nm (24 ft. lbs.).
16. Apply sealer GM P/N 12346004 or the equivalent to the engine block plugs.
17. Install the remaining engine block plugs.
18. Apply sealant GM P/N 12346004 or the equivalent to the coolant drain plug threads.
19. Install the left coolant drain plug.
^ Tighten the coolant drain plug to 19 Nm (14 ft. lbs.).
20. Apply sealant GM P/N 12346004 or the equivalent to the coolant drain plug threads.
21. Install the right coolant drain plug.
^ Tighten the coolant drain plug to 19 Nm (14 ft. lbs.).
Important: If cracks, severe gouges or burned spots are found, replace the crankshaft. Remove slight roughness using a fine polishing cloth
soaked in clean engine oil. Remove any burrs using a fine oil stone.
5. Inspect the crankshaft bearing journals and the crankshaft thrust surfaces for the following conditions:
^ Wear without any grooves or scratches (1)
^ Grooves or scoring (2)
^ Scratches or excessive wear (3)
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^ Pitting or embedded bearing material (4)
Inspect the corresponding crankshaft bearing inserts for embedded material and determine the source of the material.
^ Overheating (discoloration)
Notice: Do not scrape, shim, or file bearing inserts. If the bearing surface of the insert is touched with bare fingers, the skin oil and acids will
etch the bearing surface.
Important: Note the location of the crankshaft main bearing high spots. If the spots are not in line, the crankshaft is bent. Replace the
crankshaft.
8. Inspect the crankshaft main bearings for craters or pockets. Flattened sections on the crankshaft bearing halves also indicate fatigue.
9. Inspect the thrust surfaces of the main thrust bearing for the following conditions:
^ Wear
^ Grooving - Grooves are caused by irregularities of the crankshaft thrust surface.
12. Inspect the crankshaft main bearings for improper seating indicated by bright, polished sections.
13. Inspect the crankshaft bearings for uneven side-to-side wear. This may indicate a bent crankshaft or a tapered bearing journal.
Important: If crankshaft bearing failure is due to conditions other than normal wear, investigate the cause of the condition. Inspect the
crankshaft or connecting rod bearing bores.
14. Inspect the connecting rod bearing bores or crankshaft main bearing bores using the following procedure:
14.1. Tighten the bearing cap to specification.
14.2. Use the J 8087 in order to measure the bearing bore for taper and out-of-round. Record the readings for bearing selection.
14.3. No taper or out-of-round should exist.
Bearing Selection
Measure the bearing clearance to determine the correct replacement bearing insert size. There are two methods to measure bearing clearance.
Method A gives more reliable results and is preferred.
^ Method A yields measurement from which the bearing clearance can be computed.
^ Method B yields the bearing clearance directly. Method B does not give any indication of bearing run-out.
Method A
Important: Do not mix inserts of different nominal size in the same bearing bore.
1. Measure the crankshaft bearing journal diameter with a micrometer in several places, 90 degrees apart. Average the measurements.
2. Measure the crankshaft bearing journal taper and runout.
3. Install the crankshaft bearing inserts. Tighten the bearing cap bolts to specification.
4. Measure the connecting rod inside diameter in the same direction as the length of the rod with an inside micrometer.
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5. Measure the crankshaft main bearing inside diameter with an inside micrometer.
6. Select a set of bearing inserts that will produce the desired clearance.
7. If the specified clearances cannot be met, the crankshaft journals must be reconditioned and undersized bearing inserts installed.
Method B
Important: Do not mix inserts of different nominal size in the same bearing bore.
Notice: In order to prevent the possibility of cylinder block or crankshaft bearing cap damage, the crankshaft bearing caps are tapped into
the cylinder block cavity using a brass, lead, or a leather mallet before the attaching bolts are installed. Do not use attaching bolts to pull the
crankshaft bearing caps into the seats. Failure to use this process may damage a cylinder block or a bearing cap.
6. Remove the bearing cap, leaving the gaging plastic in place. It does not matter whether the gaging plastic adheres to the journal or to the
bearing cap.
7. Measure the gaging plastic at its widest point with the scale printed on the gaging plastic package.
8. Remove the gaging plastic.
9. Select a set of bearing inserts that will produce the desired clearance.
Caution: Handle the piston carefully. Worn piston rings are sharp and may cause bodily injury.
1. Remove the piston rings from the piston. Use a suitable tool in order to expand the piston rings. Do not reuse the piston rings.
2. Select fork insert J 24086-310. Install the fork upside down into the press.
3. Place the piston and connecting rod assembly into the J 24086-C and press out the piston pin. Ensure that the connecting rod is above the
fork when installing the piston and connecting rod assembly into the press.
4. Mark the piston pin to the piston from which the pin was removed.
Important: Clean the piston ring grooves of carbon to the bare metal. Do not scrape the piston skirt.
2. Clean the piston ring grooves using a suitable ring groove cleaning tool.
3. Clean the oil lubrication holes and slots.
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5. Inspect the connecting rod bearings for craters or pockets. Flattened sections on the connecting rod bearing halves may indicate fatigue.
8. Inspect the connecting rod bearings for improper seating indicated by bright, polished sections of the bearings.
9. Inspect the inside of the connecting rod bearing and the outside diameter of the connecting rod bearing journal for wear. This indicates high
spots.
10. Inspect the connecting rod bearing bore for taper and out-of-round.
11. Inspect the connecting rod piston pin bore for taper and out-of-round.
12. Inspect the connecting rod bores for nicks or gouges.
Important: Take the measurements of the components with the components at normal room temperature.
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15. Measure the piston diameter. When measuring the piston for size or taper, ensure that the measurement is made as shown when the piston pin
is removed. If the piston is worn or damaged, replace the piston using a standard or oversize piston.
16. Inspect the piston ring-to-piston ring groove side clearance. Complete the following steps:
16.1. Insert the edge of the piston ring into the piston ring groove.
16.2. Roll the piston ring completely around the piston.
16.3. If binding is caused by a distorted piston ring groove, you may remove minor ring groove imperfections using a fine file.
16.4. If binding is caused by a distorted piston ring, replace the piston ring.
17. Measure the piston ring side clearance using a feeler gauge.
18. If the side clearance is too small, try another piston ring set.
19. If a proper piston ring-to-piston ring groove clearance cannot be achieved, replace the piston.
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24. Place the piston into the cylinder at the bottom of the ring travel.
Important: Measure the piston ring in the cylinder in which the piston may be used.
Important: When fitting pistons, consider both the piston and the cylinder bore conditions together. Production and service pistons have the
same nominal weight and may be intermixed without affecting engine balance. If necessary, used pistons may be fitted selectively to any
cylinder of the engine, providing the pistons are in good condition and the same weight. Do not cut oversize pistons down or the engine
balance may be affected. Finish hone when selecting the piston.
1. Measure the piston diameter and record the reading. When measuring the piston for size or taper, ensure that the measurement is made as
shown when the piston pin is removed. If the piston worn or damaged, replace the piston with a standard or oversize piston.
2. Measure the cylinder bore, using the J 8087 If the piston is worn beyond specifications, rebore and hone to size.
3. If the cylinder bore needs reconditioning, measure the new piston diameter and hone the cylinder bore to the correct clearance.
1. Select the fork insert J 24086-310. Install the fork upside down into the press.
2. Place the piston and connecting rod into the J 24086-C. Ensure that the connecting rod is above the fork when installing the piston and the
connecting rod into the press.
3. Select the pin guide J 24086-6A gold. Insert the pin guide in the piston and the connecting rod from the bottom.
4. Set the installer J 24086-9 to E-9.
Important: Ensure that the marks on the piston and connecting rod are aligned the same as when removed. If installing a new piston, ensure
that the arrow on top faces towards the front of the engine. If no identification marks were made during disassembly, ensure that the flat area
on the bottom of the piston pin skirt is aligned with the small dimple above the connecting rod crankshaft bearing bore.
Notice: Use a piston ring expander to install the piston rings. The rings may be damaged if expanded more than necessary.
3. Measure the camshaft journals using a micrometer. If the camshaft journals are not within specifications, replace the camshaft.
Notice: Severe engine damage may result if the oil holes are not correctly aligned.
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3. Apply sealer GM P/N 12345493 or the equivalent to the camshaft rear bearing hole plug.
4. Install the camshaft rear bearing hole plug.
^ Inspect the timing chain sprockets for teeth that are worn (1), broken (2), or chipped (3).
^ Inspect the timing chain for binding or stretching.
^ Inspect the timing chain dampener for excessive wear or cracks.
^ Replace the timing chain and sprockets as needed.
45. Valve Rocker Arm and Push Rods Clean and Inspect
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1. Clean the valve rocker arms and push rods in cleaning solvent.
2. Dry the valve rocker arms and push rods with compressed air.
3. Inspect the valve rocker arms for the following conditions:
^ Excessive wear at the valve contact or push rod socket area (1)
^ A loose or damaged pin (2)
^ A worn or damaged roller bearing (2)
The roller should rotate freely with no binding or roughness.
^ The bolt threads for damage
Important: Keep the push rods in order. The intake and exhaust are different lengths. Exhaust is green, intake is yellow.
Important: Ensure that the valve train components are marked, organized or sorted when disassembling the cylinder head. Install the valve
train components in the original location from which the components were removed.
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Notice: Do not damage the valve guide. Remove any burrs that have formed at the key groove by chamfering the valve stem with an oil
stone or a file.
1. Inspect the cylinder head gasket and the mating surfaces. Inspect for leaks, corrosion, and blowby.
2. If the gasket failed, determine the cause. The following conditions may cause gasket failure:
^ Improper installation
^ A loose or warped cylinder head
^ Missing, off location, or not fully seated dowel pins
^ Low torque on the cylinder head bolts
^ Cylinder head bolts with the incorrect length
^ A warped engine block surface
^ Scratched surfaces
^ Excessive intake manifold torque
^ Cracked engine block threaded holes
3. Use the J 8089 in order to remove the carbon from the combustion chambers.
4. Clean the following components:
^ The gasket surfaces
Do not use a motorized brush on any gasket sealing surface.
^ Valve stems and heads on a buffing wheel
^ The bolt hole threads
Remove all dirt, debris, or threadlocking material from the bolt holes.
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5. Inspect the cylinder head mating surfaces for flatness. Recondition the cylinder head mating surface, if necessary, by milling. Replace the
cylinder head if you must remove more than 0.25 mm (0.010 inch).
6. Inspect the cylinder head for cracks.
7. Inspect the cylinder head deck for corrosion. Do not attempt to weld the cylinder head. If the cylinder head is damaged, replace the cylinder
head.
Important: Excessive valve stem-to guide clearance may cause the following conditions:
^ A noisy valve train
^ Premature valve stem oil seal wear
^ Component damage
^ Excessive engine oil consumption
Insufficient valve stem-to-guide clearance may result in noisy or sticking valves. Valves that are too tight may disturb engine smoothness or
lead to component damage.
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5. Use a dial indicator in order to measure the valve stem-to-guide clearance. Complete the following steps:
5.1. Install the valve into the guide.
5.2. Install the J 8520 onto the cylinder head.
5.3. Locate the dial indicator so that the movement of the valve stem from side to side (crosswise to the cylinder head) will cause a direct
movement on the indicator stem.
5.4. Ensure that the indicator stem contacts the side of the valve stem just above the valve guide.
5.5. Drop the valve head about 2 mm (1/8 inch) off the valve seat.
5.6. Use light pressure and move the valve stem side to side in order to obtain a clearance reading.
5.7. If the valve stem to guide clearance is not within specification, replace the valve and/or repair the guide in order to obtain the proper
clearances.
Important: Replace a valve stem that has excessive scoring or wear. A valve guide that is worn and has excessive stem-to-guide clearance
may need to be sleeved.
6. Ream the valve guides for oversize valves if the clearance exceeds the specifications.
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Important: Follow the manufacturers instructions when using valve guide reamers, sleeves, and installers.
Important: Valves that are pitted must be refaced to the proper angle. Replace valve stems that show excessive wear, or replace valves that
are warped. Several different types of equipment are available for refacing valves and valve seats. Follow the manufacturers
recommendations when performing these procedures.
Important: Reconditioning the valve seats is very important. Ensure perfect seating of the valves in the engine in order to deliver optimum
power and performance. Clean the valve guides of all debris and dirt before grinding the valve seat.
11. Recondition the valve seats after reaming the valve guide bores or installing the new valve guides.
12. The valve seats should be concentric to within 0.05 mm (0.031 inch) total indicator reading.
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13. Measure valve stem installed height when the following conditions have occurred:
^ The valve stem oil seal and valve spring seat are removed.
^ All of the reconditioning has been completed.
14. If the valve stem height is not within specifications install 0.25 mm (0.010 inch), rocker arm shims as needed. If more than 2 shims are
needed replace the cylinder head or valve.
Important: Use oversize valve stem seals if you install oversize valves.
Notice: In order to avoid damage, install the spark plugs after the cylinder head has been installed on the engine.
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1. Remove the oil pump driveshaft and oil pump driveshaft retainer.
Important: DO NOT remove the oil pump screen from the pipe. The pipe and oil pump screen are serviced as a complete assembly.
5. Remove the oil pump drive gear and the oil pump driven gear.
6. Matchmark the gear teeth for assembly.
Caution: In some models, the pressure regulator valve spring is under pressure. Remove the retaining pin carefully in order to avoid
bodily injury.
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Caution: Bodily injury may occur if the cleaning solvent is inhaled or exposed to the skin.
7.3. The oil pump pressure relief valve. If the valve is stuck, soak the pump housing in carburetor cleaning solvent.
1. Clean all parts of sludge, oil, and varnish by soaking in carburetor or cleaning solvent.
2. Inspect for foreign material and determine the source of the foreign material.
3. Inspect the pump housing and cover for the following conditions:
^ Cracks or casting imperfections
^ Scoring (3)
^ Damaged threads
4. Do not attempt to repair the pump housing. Replace the pump housing.
5. Inspect the oil pump gears for the following conditions:
^ Scoring (1)
^ Excessive wear (2)
6. Inspect the idler shaft for looseness or scoring (4). If loose or damaged, replace the oil pump.
7. Inspect the drive gear shaft for looseness or scoring (5).
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11. Measure the oil pump gear lash. Install the gears, and measure in several places.
12. Measure the oil pump housing gear pocket (1, 2).
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Important: When deciding pump serviceability based on end clearance, consider depth of the wear pattern in the pump cover.
1. Lubricate all the internal oil pump parts using engine oil during assembly.
2. Install the oil pump gears.
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8. Apply sealer GM P/N 1050026 or the equivalent to the new suction pipe.
9. Tap the new suction pipe into place using a plastic hammer. Use the J 21882.
1. Remove the crankshaft position sensor bolts from the engine front cover.
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2. Remove the crankshaft position sensor.
8. Install the crankshaft position sensor bolts. Apply threadlock GM P/N 12345382 or the equivalent to the threads.
^ Tighten the crankshaft position sensor bolts to 10 Nm (89 inch lbs.).
54. Valve Rocker Arm Cover Clean and Inspect
1. Remove the accelerator control cable bracket bolts (1, 2) and the nut (3).
2. Remove the accelerator control cable bracket.
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8. Apply sealant GM P/N 12345493 to the end of a new intake manifold coolant pipe.
9. Install the intake manifold coolant pipe using the J 21882.
11. Apply sealant GM P/N 12346004 or equivalent to the threads of the engine coolant temperature sensor.
12. Install the engine coolant temperature sensor.
^ Tighten the engine coolant temperature sensor to 23 Nm (17 ft. lbs.).
Important: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and which tap to use. Always avoid any
buildup of chips. Back out the tap every few turns and remove the chips.
1. Determine the size, the pitch, and the depth of the damaged thread.
2. Adjust the stop collars on the cutting tool as needed. Tap the stop collars to the required depth.
3. Drill out the damaged thread.
4. Remove the chips.
5. Apply clean engine oil to the top thread.
6. Use the tap in order to cut new thread.
7. Clean the thread.
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8. Screw the thread insert onto the mandrel of the thread insert installer. Engage the tang of the thread insert onto the end of the mandrel.
Important: The thread insert should be flush to 1 turn below the surface.
9. Lubricate the thread insert with clean engine oil (except when installing in aluminum) and install the thread insert.
10. If the tang of the thread insert does not break off when backing out the thread insert installer, break off the tang using a drift punch.
Notice: Do not scrape, shim, or file bearing inserts. If the bearing surface of the insert is touched with bare fingers, the skin oil and acids will
etch the bearing surface.
Important: Ensure that the crankshaft bearing cap bolt holes and the crankshaft bearing cap mating surfaces are clean and dry.
Notice: Upper and lower inserts may be different. Do not obstruct any oil passages.
2. Place the crankshaft bearing inserts into the crankshaft bearing cap and into the engine block.
Important: The crankshaft bearing inserts will project slightly when put into place. Ensure that the bearing inserts project an equal distance
on both sides. Ensure that the insert tangs are engaged.
3. Coat the crankshaft main thrust bearing surface with GM EOS P/N 1052368 or the equivalent.
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4. Lubricate the crankshaft main bearing surface with clean engine oil.
5. Install the crankshaft.
Notice: In order to prevent the possibility of cylinder block or crankshaft bearing cap damage, the crankshaft bearing caps are tapped into
the cylinder block cavity using a brass, lead, or a leather mallet before the attaching bolts are installed. Do not use attaching bolts to pull the
crankshaft bearing caps into the seats. Failure to use this process may damage a cylinder block or a bearing cap.
6. Install the crankshaft main bearing caps. Apply a small amount of sealer GM P/N 1052942 to the rear of the #4 crankshaft main bearing cap
sealing surface.
1. Apply engine oil to the inside diameter and the outside diameter of the new crankshaft rear oil seal.
2. Slide the crankshaft rear oil seal over the mandrel until the back of the crankshaft rear oil seal bottoms squarely against the collar of the tool.
3. Perform the following steps in order to install the crankshaft rear oil seal:
3.1. Align the dowel pin of the J 34686 with the dowel pin in the crankshaft.
3.2. Attach the J 34686 to the crankshaft by hand, or tighten attaching screws to 5 Nm (45 inch lbs.).
3.3. Turn the T-handle of the J 34686 in order to engage allow the collar to push the seal into the bore.
Turn the handle until the collar is tight against the case. Ensure that the seal is seated properly.
3.4. Loosen the T-handle until the T-handle comes to a stop.
3.5. Remove the attaching screws.
Important: The piston and cylinder bore have been measured and the bore has been sized for the proper clearance. Install the piston and
connecting rod assembly into the proper cylinder bore. The piston alignment mark MUST face the front of the engine block.
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Important: The piston alignment mark MUST be facing the front of the engine block.
6. Install the piston and connecting rod assembly into the proper cylinder bore.
7. Hold the piston ring compressor firmly against the engine block. Using a wooden hammer handle, lightly tap the top of the piston until all of
the piston rings enter the cylinder bore.
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10. With the pistons and connecting rods installed, use a soft faced mallet and lightly tap each connecting rod assembly parallel to the crankpin to
make sure that the rods have side clearance.
11. Measure the connecting rod side clearance using a feeler gauge or dial indicator. Connecting rod side clearance should be within 0.18 - 0.44
mm (0.007 - 0.017 inch).
5. Align the crankshaft timing mark (2) to the timing mark on the bottom of the timing chain dampener (1).
6. Hold the camshaft sprocket with the timing chain hanging down and install the timing chain to the crankshaft gear.
7. Align the timing mark on the camshaft gear (4) with the timing mark on top of the timing chain dampener (3).
8. Align the dowel in the camshaft with the dowel hole in the camshaft sprocket.
9. Draw the camshaft sprocket onto the camshaft using the mounting bolt.
10. Coat the crankshaft and camshaft sprocket with engine oil.
^ Tighten the bolt to 140 Nm (103 ft. lbs.).
66. Engine Front Cover Installation
1. Align the J 35468 and the crankshaft front oil seal with the engine front cover and crankshaft.
2. Install the crankshaft front oil seal using the J 35468 and a suitable tool.
1. Apply prelube GM P/N 1052365 or the equivalent to the oil pump drive gear.
2. Apply engine oil to the oil pump drive gear assembly for ease of assembly.
3. Install the oil pump drive gear assembly.
4. Install the oil pump drive gear clamp.
Important: Do not reuse the oil pump driveshaft retainer. During assembly, install a NEW oil pump driveshaft retainer.
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5. Install the oil pump bolt attaching the oil pump to the rear crankshaft bearing cap.
^ Tighten the oil pump bolt to 41 Nm (30 ft. lbs.).
1. Apply sealer GM P/N 1234579 or the equivalent to both sides of the crankshaft rear main bearing cap (1). Press sealer into gap using a putty
knife.
^ Tools Required
- J 36660-A Torque Angle Meter
Notice: This component uses torque-to-yield bolts. When servicing this component, do not re-use the bolts. New torque-to-yield bolts must
be installed. Re-using used torque-to-yield bolts will not provide proper bolt torque and clamp load. Failure to install NEW torque-to-yield
bolts may lead to engine damage.
1. Coat the valve lifters using prelube GM P/N 1052365 or the equivalent.
2. Install the valve lifters in their original locations.
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3. Apply threadlock GM P/N 12345382 or the equivalent to the threads.
2. Coat the ends of the push rods using prelube GM P/N 1052365 or the equivalent.
Important: The intake valve push rods measure 144 mm (5.75 inch) in length, (yellow).
3. Install the push rods in their original location. The exhaust valve push rods measure 152.5 mm (6.0 inch) in length, (green).
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4. Coat the rocker arm friction surfaces using prelube GM P/N 1052365 or the equivalent.
Important: Shims may be required under the valve rocker arm pedestals if reconditioning has been performed on the cylinder head or its
components. Refer to Cylinder Head Clean and Inspect.
8. Coat the threads of the heated oxygen sensor with anti-seize compound GM P/N 5613695, or the equivalent.
9. Install the heated oxygen sensor.
^ Tighten the heated oxygen sensor to 42 Nm (31 ft. lbs.).
1. Apply sealer GM P/N 12345739 or the equivalent at the engine block-to-lower intake manifold mating surface. Ensure that the bead meets
the following conditions:
^ 2.0-3.0 mm (0.08-0.12 inch) wide
^ 3.0-5.0 mm (0.12-0.20 inch) thick
2. Install the lower intake manifold.
Notice: Failure to tighten vertical bolts before the diagonal bolts may cause an oil leak.
3. Apply sealer GM P/N 12345382 or the equivalent to the lower intake manifold bolt threads.
Important: Do not press on the fuel pressure regulator valve when installing the fuel injector rail assembly.
1. Install the valve rocker arm cover gasket into the valve rocker arm cover.
2. Apply sealer GM P/N 12345739 or the equivalent to the notches where the cylinder head and intake manifold meet.
3. Install the valve rocker arm cover.
1. Install the valve rocker arm cover gasket into the valve rocker arm cover.
2. Apply sealer GM P/N 12345739 or the equivalent to the notches where the cylinder head and intake manifold meet.
3. Install the valve rocker arm cover.
1. Apply sealer GM P/N 12345739 or the equivalent to the area of the oil level indicator tube that goes into the engine block.
2. Install the oil level indicator and oil level indicator tube.
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6. Install the thermostat bypass pipe to engine front cover bolt (4).
^ Tighten the thermostat bypass pipe to engine front cover bolt to 11 Nm (98 inch lbs.).
7. Install the thermostat bypass pipe to cylinder head nut (3).
^ Tighten the thermostat bypass pipe to cylinder head nut to 25 Nm (18 ft. lbs.).
2. Install the engine mount strut and A/C Compressor bracket bolts.
^ Tighten the engine mount strut and lift bracket bolts to 50 Nm (37 ft. lbs.).
^ Tools Required
- J 29113 Crankshaft Balancer Installer
1. Apply sealer GM P/N 12345739 or the equivalent to the keyway of the crankshaft balancer.
2. Place the crankshaft balancer into position over the key in the crankshaft.
3. Install the J 29113 onto the crankshaft.
4. Pull the crankshaft balancer into position.
5. Remove the J 29113 from the crankshaft balancer.
Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block.
The 24X crankshaft position (CKP) sensor (1), secured in a mounting bracket (3) and bolted to the front side of the engine timing chain cover (2),
is partially behind the crankshaft balancer.
The 7X CKP sensor uses a two wire connector at the sensor and a three-way connector at the ignition control module.
The 24X CKP sensor contains a Hall-effect switch. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a
solid stale switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by
a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an
interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go on-off, on-off, on-off. Compared to a conventional
mechanical distributor, this on-off signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft
turned and the points opened and closed.
In the case of the electronic ignition system, the piece of steel is a concentric interrupter ring mounted to the rear of the crankshaft balancer. The
interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow the field to reach the Hall-effect
switch. The Hall-effect switch is called a 24X CKP sensor, because the interrupter ring has 24 evenly spaced blades and windows. The 24X CKP
sensor produces 24 on-off pulses per crankshaft revolution.
The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots, six of which are equally spaced 60 degrees apart. The
seventh slot is spaced 10 degrees from one of the other slots. As the interrupter ring rotates with the crankshaft, the slots change the magnetic field.
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This will cause the 7X to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the
7X on-off signals as an indication of crankshaft position. The ignition control module must have the 7X signal to fire the correct ignition coil.
The 7X interrupter ring and Hall-effect switch react similarly. The 24X signal is used for better resolution at a calibrated RPM.
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Drive Belt: Testing and Inspection
Visual/Physical Inspection
^ Inspect for aftermarket devices which could affect the operation of the drive belts.
^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom.
^ Inspect the drive belt for excessive wear, shredding, or missing sections.
^ Inspect the drive belt for contamination of excessive dirt, oil, coolant or other substances that may affect the drive belt operation.
Intermittent
^ Drive belt symptoms may be from intermittent failure of an accessory drive component.
^ Drive belt symptoms may occur from changes in load of the accessory drive components.
^ Ambient temperatures, moisture, or engine operating temperature can affect the drive belt operation.
Symptom List
Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom:
Diagnostic Aids
The symptom may be intermittent due to moisture on the drive belt(s) or the pulleys. It may be necessary to spray a small amount of water on the
drive belt(s) in order to duplicate the customers concern. If spraying water on the drive belt(s) duplicates the symptom, cleaning the belt pulleys
may be the probable solution.
A loose or improper installation of a body component, a suspension component, or other items of the vehicle may cause the chirping noise.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not
proceed further with this table.
3. The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the noise is related
to the drive belt. When removing the drive belt(s) 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. Inspect all drive belt pulleys for pilling. Pilling is the small balls or pills or it may be strings in the drive belt grooves from the accumulation
of rubber dust.
6. 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 misalign pulley using a straight edge in the
pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation
procedure for that pulley.
10. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed.
12. 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.
14. Replacing the drive belt when it is not damaged or there is not excessive pilling will only be a temporary repair.
Diagnostic Aids
Excessive wear on a drive belt(s) 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(s) 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(s) fall off.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
2. The inspection is to verify the drive belt(s) is correctly installed on all of the drive belt pulleys. Wear on the drive belt(s) may be caused by
mis-positioning the drive belt(s) 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(s) 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(s) should not come in contact with an engine
or a body component when snapping the throttle.
Diagnostic Aids
If the drive belt(s) 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(s) is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
2. This inspection is to verify the condition of the drive belt. Damage may of occurred to the drive belt when the drive belt fell off. The drive
belt may of 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 misalign pulley using a straight edge in the
pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation
procedure of 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 may 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.
Diagnostic Aids
Vibration from the engine operating may cause a body component or another part of the vehicle to make rumbling noise.
The drive belt(s) may have a condition that can not be seen or felt. Sometimes replacing the drive belt may be the only repair for the symptom.
If replacing the drive belt(s), completing the diagnostic table, and the noise is only heard when the drive belt(s) is installed, there might be an
accessory drive component with a failure. Varying the load on the different accessory drive components may aid in identifying which component
is causing the rumbling noise.
Test Description
The number(s) below refer to the step number(s) 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.
3. This test is to verify that the drive belt(s) is causing the rumbling noise. Rumbling noise may be confused with an internal engine noise due to
the similarity in the description. Remove only one drive belt at a time if the vehicle has multiple drive belts. 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. Inspecting the drive belt(s) is to ensure that it is not causing a the noise. Small cracks across the ribs of the drive belt will not cause the noise.
Belt separation is identified by the plys of the belt separating and may be seen at the edge of the belt our felt as a lump in the belt.
5. Small amounts of pilling is normal condition and acceptable. When the pilling is severe the drive belt does not have a smooth surface for
proper operation.
Diagnostic Aids
A loose or improper installation of a body component, a suspension component, or other items of the vehicle may cause the squeal noise. If the
noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. An
overcharged A/C system, power steering system with a pinched hose or wrong fluid, or a generator failing are suggested items to inspect.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not
proceed further with this table
3. The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the squeal noise is
the drive belt(s) or an accessory drive component. 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. This test is to verify that an accessory drive component does not have a seized bearing. With the belt remove test the bearings in the
accessory drive components for turning smoothly. Also test the accessory drive components with the engine operating by varying the load on
the components to verify that the components operate properly.
5. This test is to verify that the drive belt tensioner operates properly. If the drive belt tensioner is not operating properly, proper belt tension
May not be achieved to keep the drive belt from slipping which could cause a squeal noise.
6. This test is to verify that the drive belt(s) is not too long, which would prevent the drive belt tensioner from working properly. Also if an
incorrect length drive belt was installed, it may not be routed properly and may be turning an accessory drive component in the wrong
direction.
7. 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 misalign pulley using a straight edge in the
pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation
procedure for that pulley.
8. This test is to verify that the pulleys are the correct diameter or width. Using a known good vehicle compare the pulley sizes.
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, the power
steering system restricted or the incorrect fluid, 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 number(s) below refer to the step number(s) 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 belt(s) 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 belt(s) may cause a vibration. While the drive belt(s) is 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 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.
9. Accessory drive component brackets that are bent, cracked, or loose may put extra strain on that accessory component causing it to vibrate.
Diagnostic Aids
The drive belt(s) will not cause the whine noise.
If the whine noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum
capacity. Such items but not limited to may be an A/C system overcharged, the power steering system restricted or the wrong fluid, or the
generator failing.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
3. This test is to verify that the noise is being caused by the drive belt(s) or the accessory drive components. 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 inspection should include checking the drive belt tensioner and the drive belt idler pulley bearings. The drive belt(s) may have to be
installed and the accessory drive components operated separately by varying their loads. Refer to the suspected accessory drive component
for the proper inspection and replacement procedure.
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Drive Belt Tensioner: Testing and Inspection
1. Inspect the drive belt tensioner pulley. Ensure that the drive belt tensioner pulley is vertically aligned with the other accessory drive pulleys.
If the drive belt tensioner pulley is NOT vertically aligned with the other accessory drive pulleys, replace the drive belt tensioner. Refer to
Drive Belt Replacement.
2. Ensure that the drive belt tensioner moves freely. Insert a breaker bar or ratchet into the tensioner in order to rotate the tensioner
counterclockwise, then slowly lower the drive belt tensioner pulley to the drive belt. If the drive belt tensioner binds or does not move freely,
replace the drive belt tensioner. Refer to Drive Belt Tensioner Replacement.
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Engine Lubrication: Description and Operation
Front View
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Rear View
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Right View
Full pressure lubrication, through a full flow oil filter, is furnished by a gear type oil pump. The oil is drawn up through the pickup screen and the
tube. The oil passes through the pump to the oil filter.
The oil filter is a full flow paper element unit. An oil filter bypass is used in order to ensure oil supply during the following conditions:
^ On a cold start
^ If the filter is plugged
^ If the filter develops excessive pressure drop
A new priority oil delivery system supplies oil first to the crankshaft journals. The oil from the crankshaft main bearings is supplied to the
connecting rod bearings by intersecting the passages drilled in the crankshaft. The passages supply the oil to the crankshaft main bearings and the
camshaft bearings through the intersecting vertical drilled holes. The oil passages from the camshaft journals supply oil to the hydraulic lifters.
The hydraulic lifters pump oil up through the pushrods to the rocker arms. The cast dams in the crankcase casting direct the oil that drains back
from the rocker arms in order to supply the camshaft lobes. The camshaft chain drive is lubricated by indirect oil splash.
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Engine Oil Pressure: Testing and Inspection
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.
^ Tools Required
- J 25087-C Oil Pressure Test Kit
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 J 25087-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 J 25087-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.
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Oil Level Warning Indicator: Description and Operation
The PCM monitors the engine oil level switch signal at start-up to determine if the engine oil is OK. If the PCM determines that a low oil level
condition exists, the PCM will communicate the information over the Class II circuit to the IPC and it will illuminate the indicator lamp.
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Oil Pressure Sensor: Description and Operation
The PCM monitors the engine oil pressure switch (1) signal to determine if the engine oil pressure is Ok. If the PCM determines that a low oil
pressure condition exists, the PCM will communicate the information over the Class II circuit to the IPC and it will illuminate the indicator lamp.
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Crankshaft Main Bearing Seal: Service and Repair
Removal Procedure
4. Pry out the crankshaft rear oil seal out using a suitable tool.
Installation Procedure
^ Tools Required
- J 34686 Crankshaft Rear Oil Seal Installer
1. Apply engine oil to the inside diameter and the outside diameter of the new crankshaft rear oil seal.
2. Slide the crankshaft rear oil seal over the mandrel until the back of the crankshaft rear oil seal bottoms squarely against the collar of the tool.
3. Perform the following steps in order to install the crankshaft rear oil seal:
3.1. Align the dowel pin of the J 34686 with the dowel pin in the crankshaft.
3.2. Attach the J 34686 to the crankshaft by hand, or tighten attaching screws to 5 Nm (45 inch lbs.).
3.3. Turn the T-handle of the J 34686 in order to engage allow the collar to push the seal into the bore.
Turn the handle until the collar is tight against the case. Ensure that the seal is seated properly.
3.4. Loosen the T-handle until the T-handle comes to a stop.
3.5. Remove the attaching screws.
4. Install the engine flywheel. Refer to Engine Flywheel Installation.
5. Install the transaxle. Refer to Transmission Replacement in Transmission and Drivetrain.
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Front Crankshaft Seal: Service and Repair
Removal Procedure
Installation Procedure
^ Tools Required
- J 35468 Crankshaft Front Oil Seal Installer
1. Align the J 35468 and the crankshaft front oil seal with the engine front cover and crankshaft.
2. Install the crankshaft front oil seal using the J 35468 and a suitable tool.
3. Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement.
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Cooling System: Description and Operation
Air baffles are used to direct air into the radiator and A/C condenser. Air seals ensure that air passes through, and does not bypass, the radiator
and the A/C condenser. A missing, damaged, or incorrectly installed baffle or seal may cause the engine to overheat.
Coolant
Notice: Antifreeze can be added to raise the boiling point of the coolant, but too much will affect the freezing point. Do not use a solution
stronger than 70 percent antifreeze, as the freeze level rises rapidly after this point. Pure antifreeze will freeze at -22°C (-8°F).
This vehicle as a newly developed engine coolant. GM Goodwrench DEX-COOL (R) was developed in order to last for 240,000 km (150,00
miles) or 5 years, whichever occurs first. Follow the instructions in Draining and Filling Cooling System. Use only GM Goodwrench
DEX-COOL (R) or HAVOLINE (R) DEX-COOL (R) when adding or changing the coolant.
A 50/50 mixture of ethylene glycol DEX-COOL (R) and water will provide the following protection:
^ Give freezing protection down to -37°C (-34°F)
^ Give boiling protection up to 129°C (265°F)
^ Protect against rust and corrosion
^ Help keep the proper engine temperature
^ Let the warning lights and gauges work as they should.
Temperature Gauge
The temperature gauge replaces the warning lamp. The temperature switch is replaced with a transducer.
The electric cooling fans are used to lower the temperature of the engine coolant flowing through the radiator. They are also used to cool the
refrigerant (R-134a) flowing through the A/C condenser.
Operation
The electric cooling fan operates when the engine cooling temperature exceeds a certain value. The cooling fan on this engine is controlled by the
Powertrain Control Module (PCM). The PCM turns the cooling fan ON by grounding the coil of the cooling fan relays when certain conditions are
met. When the A/C is requested, the cooling fan will also be turned ON.
Power for the cooling fan motors are supplied through Maxifuses(R). The cooling fan relays are energized when current flows from the fuses in the
Underhood Accessory Wiring Junction Block, and through the relay coils to ground through the PCM. The Coolant Fan 1 Relay Control Circuit is
grounded for low speed fans operation. During low speed fans operation, both fans run at a slow speed. The Coolant Fan 1 Relay Control Circuit is
grounded for high speed operation. During high speed fans operation, both fans run at high speed.
IMPORTANT: When certain Diagnostic Trouble Codes (DTCs) are present, the PCM may command the cooling fans to run all the time. Perform
the A Powertrain On Board Diagnostic (OBD) System Check prior to diagnosing the engine cooling fans.
For more information regarding the Charging System, refer to Charging System Description, and Charging System Circuit Description in
Starting and Charging.
If a problem that involves the low speed cooling fan relay control circuit exists, DTC P0480 Cooling Fan Relay 1 Control Circuit should set. If the
problem affects the high speed cooling fan relay control circuit, DTC P0481 Cooling Fan Relay 2 Control Circuit should set. A problem with the
ECT sensor should set DTC P0117 Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage, DTC P0118 Engine Coolant Temperature
(ECT) Sensor Circuit High Voltage, DTC P1114 Engine Coolant Temperature (ECT) Sensor Circuit Intermittent Low Voltage, DTC P1115 Engine
Coolant Temperature (ECT) Sensor Circuit Intermittent High Voltage. Any of these DTCs will affect cooling fan operation and should be
diagnosed before using the Electric Cooling Fan Diagnosis.
For more information regarding the Cooling System refer to Engine Cooling Fan Description - Electric, and Cooling System Description in
Cooling System.
Hot Coolant Temperature Indicator
The engine coolant temperature (ECT) sensor is a thermistor mounted in the engine coolant stream. The powertrain control module (PCM)
monitors the ECT to determine the engine coolant temperature. As the coolant temperature rises, the resistance of the ECT varies. If the coolant
temperature exceeds an acceptable level, the PCM detects this change and sends a class 2 message to the instrument panel cluster (IPC). The IPC
then illuminates the HOT COOLANT TEMP message.
Pressure Cap
The crossflow radiator uses a pressure-vent filler cap to allow a buildup of 103 kPa (15 psi) in the cooling system. The cap allows the system to
operate at a higher than atmospheric pressure. This pressure raises the boiling point of the coolant to about 129°C (265°F) at sea level, which
increases the cooling efficiency of the radiator.
The pressure-type cap contains a blowoff (pressure) valve (2) and a vacuum (atmospheric) valve (1). A spring of pre-determined strength holds
the pressure valve against the valve's seat. This spring protects the radiator by relieving any pressure that exceeds design limits. A spring holds
the vacuum valve against the valve's seat which permits opening of the valve in order to relieve vacuum created in the system when the system
cools. This prevents radiator collapse.
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.
Caution: As long as there is pressure in the cooling system, the temperature can be considerably higher than the boiling temperature of
the solution in the radiator without causing the solution to boil. Removal of the pressure cap while the engine is hot and pressure is high
will cause the solution to boil instantaneously - possibly with explosive force - spewing the solution over the engine, fenders and the
person removing the cap.
The radiator cap is designed to discourage unintentional removal. Safely remove the cap in the following way:
1. Slowly rotate the cap counterclockwise, do not press down, to the detent.
2. Allow any residual pressure, indicated by a hissing sound, to be relieved.
3. After the hissing stops, continue to rotate the cap counterclockwise until the cap is removed.
The following is embossed on the cap:
^ A caution regarding opening of the cap
^ Arrows that indicate the proper closed position
Clinch tabs fasten the end tanks to the core. A high temperature rubber gasket seals each of the end tanks. The right side end tank houses the
transmission oil cooler. The left side end tank houses the engine oil cooler. Rubber gaskets and nuts seal the oil cooler fittings to the end tanks. The
drain cock is plastic and this is at the bottom of the left side end tank.
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Thermostat Description
The thermostat is a coolant flow control component that utilizes a temperature sensitive wax-pellet element.
The lower end of the thermostat, containing the element, is installed in the engine water jacket.
The wax pellet element (4) in the thermostat expands when heated, and contracts when cooled.
When the element is heated, pressure is exerted against a rubber diaphragm (3) which forces the thermostat valve to open. As the element is cooled,
the contraction allows a spring (5) to close the thermostat valve.
While the coolant is cold, the thermostat valve remains closed. This prevents circulation of coolant through the radiator. At this point, coolant is
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only allowed to circulate throughout the engine block and heater core in order to allow the engine to warm quickly.
As the engine warms, the element expands and the thermostat valve opens. This permits coolant to flow through the radiator, where the heat
dissipates to the atmosphere.
^ The ability of the control module(s) 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.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
2. Lack of communication may be due to a partial malfunction of the class 2 serial data circuit or due to a total malfunction of the class 2 serial
data circuit. The specified procedure will determine the particular condition.
3. The symptom list in Symptoms will determine the correct diagnostic procedure to use.
4. The presence of DTCs which begin with "U" indicate that loss of Class 2 communications has occurred.
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Cooling System: Symptom Related Diagnostic Procedures
1. Perform the A Diagnostic System Check before using the Symptom Tables in order to verify that all of the following are true:
^ There are no DTCs set.
^ The control module(s) can communicate via the serial data link.
2. Review the system operation in order to familiarize yourself with the system functions. Refer to:
^ Hot Coolant Temperature Indicator Operation
^ Hot Coolant Temperature Indicator Circuit Description
^ Low Coolant Level Indicator Operation
^ Low Coolant Level Indicator Circuit Description
Visual/Physical Inspection
^ Inspect for aftermarket devices which could affect the operation of the Cooling System System. Refer to Checking Aftermarket Accessories
in Diagrams/Diagnostic Aids.
^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom.
^ Inspect the cooling system for the proper coolant level.
Intermittent
Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent and Poor Connections in
Diagrams/Diagnostic Aids.
Symptom List
Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom:
^ HOT COOLANT TEMP Message Always On
See: Hot Coolant Temp Message Always On
Engine Overheating
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Loss of Coolant
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Cooling System: Component Tests and General Diagnostics
On-Vehicle Testing
^ Tools Required
- J 24460-01 Cooling System Tester
1. Pressure test the aluminum/plastic radiator using a common pump and gage.
2. Make sure the cooling system is at a cool temperature, then remove the radiator cap.
3. Connect the gage and apply normal system operating pressure. Do not exceed 138 kPa (20 psi).
4. Watch the gage needle for an indication of a leak.
5. Examine the radiator and other cooling system parts for signs of escaping coolant.
6. Repair all hose and hose connections as required.
7. Check the radiator cap to ensure that it will maintain the correct pressure.
8. If the radiator is leaking during the pressure test, mark the leak area in order to find the leak once the radiator is removed.
Off-Vehicle Testing
Notice: Never use compressed air to pressure test a radiator that is not regulated to 138 kPa (20 psi). Pressures over 138 kPa (20 psi.) will
damage the radiator.
Do not use the boil-out tanks or vats or other tanks that have been used for copper and brass radiators. The flux, acid and caustic cleaners
remaining in these tanks will attack the aluminum and cause radiator failure. A separate test tank containing clean water is strongly recommended
for servicing an aluminum/plastic radiator.
1. Install the test fittings or rubber test caps in the inlet and outlet necks and seal the oil cooler footings with metal plugs. This will protect the
cooler and keep the fluid from running out.
2. Attach the pressure tester and gradually apply air pressure.
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^ Do not exceed 138 kPa (20 psi).
^ Check pressure gage to see if there is a pressure loss.
^ To ensure that there are no small leaks, run water over the repair area and look for bubbles. (A mild detergent is very helpful.)
^ If a large water tank is available, submerge the radiator and check for bubbles at the following locations:
- Inlet tank (1)
- Core tubes (2)
- Outlet tank (3)
- Oil cooler connections (4)
- Drain plug (5)
Some coolant manufacturers mix other types of glycol into their coolant formulations. Propylene glycol is the most common new ingredient.
A hydrometer does not always provide a correct measurement of freeze protection when anything other than ethylene glycol and water is being
tested. The degree of inaccuracy varies depending on the proportion of other glycols present in the coolant.
All new GM vehicles are produced with coolant that can be accurately measured with a hydrometer; however, when the type and quality of coolant
being measured is unknown, such as a customer vehicle that has accumulated mileage, the use of a refractometer is recommended.
Coolant testers J 26568 (Centigrade Scale) or J 23688 (Fahrenheit Scale) can be used to check the antifreeze protection of the coolant. Make sure
the refractometer markings are correct. Unless J 26568 or J 23688 has a provision for temperature correction, test the temperature at which J 26568
or J 23688 is calibrated. If the coolant is warmer or cooler, the reading may be incorrect. Follow the manufacturers' directions on using J 26568 or J
23688.
Important:
^ Before each use, swing back the plastic cover at the slanted end of the coolant tester, exposing the measuring window and the bottom of
the plastic cover.
^ Wipe the measuring window dry with a tissue or a clean, soft cloth.
^ Close the plastic cover.
^ Do not remove the clear plastic pump from the J 23688 or the J 26568.
1. Release the tip of the pump from the housing of the J 23688 or the J 26568.
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2. Insert the tip of the pump into the radiator filler neck. The tip of the pump must be below the level of the coolant.
3. Press the bulb. Release the pump bulb in order to obtain a sample of the coolant.
4. Insert the tip of the pump into the cover plate opening.
5. Press the pump bulb. Allow a few drops to fall onto the measuring surface. Do not open the plastic cover when taking readings because any
water evaporation will change the reading.
6. Point the coolant concentration tester toward any light source. Look into the eyepiece.
^ The coolant protection reading is at the point where the dividing line between light and dark crosses the scale. Antifreeze protection is the
scale on the right.
^ The temperature scale is reversed from a standard thermometer scale. Below zero readings are on the upper half of the scale.
7. If the readings are not clear, properly clean and dry the measuring surface. Conduct a new test.
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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.
Thermostat Diagnosis
Thermostat Test
The coolant thermostat can be tested using a temperature (tempil) stick. The temperature stick is a pencil like device. It has a wax material
containing certain chemicals which melt at a given temperature. Temperature sticks can be used to determine a thermostat's operating range, by
rubbing 87°C (188°F) and 97°C (206°F) sticks on the thermostat housing.
^ Tools Required
- J 24731-188 188'F Tempilstick
- J 24731-206 206OF Tempilstick
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1. Use a tempilstick in order to find the opening and the closing temperatures of the coolant thermostat.
^ J 24731-188 tempilstick melts at 87°C (188°F). The thermostat should begin to open.
^ J 24731-206 tempilstick melts at 97°C (206°F). The thermostat should be fully open.
2. Replace the coolant thermostat if it does not operate properly between this temperature range.
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Cooling System: Service and Repair
Draining and Filling Cooling System
Important: Do NOT add any engine coolant supplement sealant pellets to the cooling system.
Drain and refill the engine cooling system every five years or 240,000 km, (150,000 miles), whichever occurs first.
Draining Procedure
Caution: Do not remove the radiator cap while the cooling system is hot. Serious personal injury may result. Only remove the
radiator cap from a cool engine.
Important: Recover and store used coolant in a used coolant holding tank and submit the used coolant for recycling on a regular basis. Do
NOT pour used coolant down the drain! Ethylene glycol antifreeze is very toxic. Disposing of ethylene glycol into the sewer system or
ground water is both illegal and ecologically unsound!
4. Place a drain pan under the radiator drain valve in order to collect all of the used coolant.
5. Open the radiator drain valve located at the bottom of the radiator tank. If only partial cooling system draining is required, drain enough
coolant to perform the procedure.
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6. Open the air bleed valve on the thermostat housing two full turns.
7. Open the air bleed valve above coolant pump two full turns.
8. Place a drain pan under the engine block drains in order to collect the used coolant.
Filling Procedure
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Notice: When adding coolant, it is important that you use GM Goodwrench DEX-COOL (R) or HAVOLINE (R) DEX-COOL (R) coolant.
If Coolant other than DEX-COOL (R) or HAVOLINE (R) DEX-COOL (R) is added to the system the engine coolant will require change
sooner-at 50 000 km (30,000 mi) or 24 months.
4. Slowly add a 50/50 mixture of GM Goodwrench DEX-COOL (R) or HAVOLINE (R) DEX-COOL (R) and clean, drinkable water to the
radiator until the coolant level is at the base of the radiator fill neck.
5. Wait for two minutes and recheck the level of the coolant in the radiator. If necessary, add coolant to radiator until the coolant level is at the
base of the radiator fill neck.
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7. Ensure that the radiator cap arrow points toward the radiator overflow tube.
Important: The air bleed valves are brass. Do NOT over-tighten the air bleed valves.
Caution: Do not remove the radiator cap while the cooling system is hot. Serious personal injury may result. Only remove the
radiator cap from a cool engine.
Important: If coolant temperature indicator comes on. Turn the engine OFF immediately and allow the engine to cool. Do NOT remove the
radiator cap.
11. Start the engine and allow the engine cooling fan to cycle on and off three times.
If the low coolant indicator does not turn off and the coolant level is above the Full Cold mark on the coolant recovery reservoir, refer to
LOW COOLANT LEVEL Message Always On in Instrument Panel, Gauges and Warning Indicators.
12. Turn the ignition off.
13. Allow the engine to cool.
14. Ensure that the engine coolant concentration (freeze point) is sufficient. Refer to Coolant Concentration Testing.
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Cooling System: Service and Repair
Flushing
Important: Do NOT add any engine coolant supplement sealant pellets to the cooling system.
Caution: Do not remove the radiator cap while the cooling system is hot. Serious personal injury may result. Only remove the
radiator cap from a coot engine.
Important: If coolant temperature indicator comes on. Turn the engine OFF immediately and allow the engine to cool. Do NOT remove the
radiator cap.
8. Start the engine and allow the engine cooling fan to cycle on and off three times.
If the low coolant indicator does not turn off and the coolant level is above the Full Cold mark on the coolant recovery reservoir, refer to
LOW COOLANT LEVEL Message Inoperative in Instrument Panel, Gauges and Warning Indicators.
9. Turn the ignition off.
10. Allow the engine to cool.
11. Ensure that the engine coolant concentration (freeze point) is sufficient. Refer to Coolant Concentration Testing.
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Auxiliary Water Pump: Service and Repair
Auxiliary Coolant Pump Replacement
AUXILIARY COOLANT PUMP REPLACEMENT
REMOVAL PROCEDURE
1. Drain the Cooling system. Refer to Draining and Filling Cooling System in Cooling System. See: Service and Repair/Draining and Filling
Cooling System
2. Disconnect the electrical connector from the auxiliary coolant pump.
3. Remove the auxiliary coolant pump to heater core inlet hose from the auxiliary coolant pump.
4. Remove the inlet pipe to auxiliary coolant pump hose from the coolant pump.
INSTALLATION PROCEDURE
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Removal
Installation
1. Drain the cooling system. Refer to Draining and Filling Cooling System.
2. Remove the spark plug wire harness from the thermostat bypass pipe.
3. Remove the thermostat bypass pipe to throttle body nut.
4. Remove the thermostat bypass pipe to throttle body hose clamps (1).
5. Remove the thermostat bypass pipe to cylinder head nut (3).
6. Remove the thermostat bypass pipe bolt (4).
7. Remove the thermostat bypass pipe hose clamp (5).
Installation Procedure
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1. Apply engine coolant to the bypass pipe seal in order to ease installation.
2. Install the thermostat bypass pipe.
3. Install the thermostat bypass pipe hose.
^ Tools Required
- J 38185 Hose Clamp Pliers
1. Remove the air cleaner and duct assembly. Refer to Air Filter Element Replacement in Computers and Controls.
2. Remove the throttle cable bracket in order to gain access to the throttle body heater hose clamp.
3. Drain the coolant until the coolant level is below the throttle body heater hoses. Refer to Draining and Filling Cooling System.
4. Use the J 38185 in order to remove the hose clamp.
5. Remove the throttle body heater inlet hose.
Installation Procedure
^ Tools Required
- J 38185 Hose Clamp Pliers
1. Remove the air cleaner and duct assembly. Refer to Air Filter Element Replacement in Computers and Controls.
2. Drain the coolant until the coolant level is below the throttle body heater hoses. Refer to Draining and Filling Cooling System.
3. Use the J 38185 in order to remove the hose clamp.
4. Remove the throttle body heater outlet hose.
Installation Procedure
1. Remove the reservoir hose clamp and the hose at the radiator overflow fitting.
2. Remove the mounting clips to the reservoir.
3. Remove the coolant reservoir.
4. Clean the coolant reservoir with soap and water. Rinse with clean water.
Installation Procedure
The electric cooling fans are used to lower the temperature of the engine coolant flowing through the radiator. They are also used to cool the
refrigerant (R-134a) flowing through the A/C condenser.
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Radiator Cooling Fan Motor: Description and Operation
Operation
The electric cooling fan operates when the engine cooling temperature exceeds a certain value. The cooling fan on this engine is controlled by the
Powertrain Control Module (PCM). The PCM turns the cooling fan ON by grounding the coil of the cooling fan relays when certain conditions are
met. When the A/C is requested, the cooling fan will also be turned ON.
Power for the cooling fan motors are supplied through Maxifuses(R). The cooling fan relays are energized when current flows from the fuses in the
Underhood Accessory Wiring Junction Block, and through the relay coils to ground through the PCM. The Coolant Fan 1 Relay Control Circuit is
grounded for low speed fans operation. During low speed fans operation, both fans run at a slow speed. The Coolant Fan 1 Relay Control Circuit is
grounded for high speed operation. During high speed fans operation, both fans run at high speed.
IMPORTANT: When certain Diagnostic Trouble Codes (DTCs) are present, the PCM may command the cooling fans to run all the time. Perform
the A Powertrain On Board Diagnostic (OBD) System Check prior to diagnosing the engine cooling fans.
For more information regarding the Charging System, refer to Charging System Description, and Charging System Circuit Description in
Starting and Charging.
If a problem that involves the low speed cooling fan relay control circuit exists, DTC P0480 Cooling Fan Relay 1 Control Circuit should set. If the
problem affects the high speed cooling fan relay control circuit, DTC P0481 Cooling Fan Relay 2 Control Circuit should set. A problem with the
ECT sensor should set DTC P0117 Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage, DTC P0118 Engine Coolant Temperature
(ECT) Sensor Circuit High Voltage, DTC P1114 Engine Coolant Temperature (ECT) Sensor Circuit Intermittent Low Voltage, DTC P1115 Engine
Coolant Temperature (ECT) Sensor Circuit Intermittent High Voltage. Any of these DTCs will affect cooling fan operation and should be
diagnosed before using the Electric Cooling Fan Diagnosis.
For more information regarding the Cooling System refer to Engine Cooling Fan Description - Electric, and Cooling System Description in
Cooling System.
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Radiator Cooling Fan Motor: Service and Repair
Removal Procedure
Caution: An electric fan under the hood can start up even when the engine is not running and can injure you. Keep hands, clothing and
tools away from any underhood electric fan.
Caution: To help avoid personal injury or damage to the vehicle, a bent, cracked, or damaged fan blade or housing should always be
replaced.
Important: If abnormal noise or vibration is felt from the engine compartment, inspect and clean any foreign material from the cooling fan
blades.
Installation Procedure
Caution: An electric fan under the hood can start up even when the engine is not running and can injure you. Keep hands, clothing and
tools away from any underhood electric fan.
Caution: To help avoid personal injury or damage to the vehicle, a bent, cracked, or damaged fan blade or housing should always be
replaced.
Important: If abnormal noise or vibration is felt from the engine compartment, inspect and clean any foreign material from the cooling fan
blades.
Installation Procedure
Caution: An electric fan under the hood can start up even when the engine is not running and can Injure you. Keep hands, clothing and
tools away from any underhood electric fan.
Caution: To help avoid personal injury or damage to the vehicle, a bent, cracked, or damaged fan blade or housing should always be
replaced.
9. Reposition and remove the cooling fans with the cooling fan shroud.
Installation Procedure
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1. Reposition the wiring harness at the upper radiator support in order to gain access.
2. Install the cooling fans with the cooling fan shroud.
Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high temperature causes low resistance (70 ohms at 130
°C/266°F).
The PCM supplies a 5 volt signal to the engine coolant temperature sensor through a resistor in the PCM and measures the voltage. The voltage is
high when the engine is cold, and low when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant temperature. The
engine coolant temperature affects most systems the PCM controls.
The scan tool displays engine coolant temperature in degrees. After engine startup, the temperature should rise steadily to about 90°C (194°F) then
stabilize when thermostat opens. If the engine has not been run for several hours (overnight), the engine coolant temperature and intake air
temperature displays should be close to each other. A hard fault in the engine coolant sensor circuit should set DTC P0117 Engine Coolant
Temperature (ECT) Sensor Circuit Low Voltage, or DTC P0118 Engine Coolant Temperature (ECT) Sensor Circuit High Voltage. The DTC
Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature.
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The ECT sensor (3) also contains another circuit which is used to operate the engine coolant temperature gauge located in the instrument panel.
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Coolant Temperature Sensor/Switch (For Computer): Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition.
2. Relieve the coolant pressure.
3. Disconnect the Engine Coolant Temperature (ECT) sensor electrical connector.
4. Use a deep well socket and an extension in order to remove the sensor.
INSTALLATION PROCEDURE
1. Coat the ECT sensor threads with sealer GM P/N 9985253 or equivalent.
Tighten
Tighten the sensor to 23 N.m (17 lb ft).
Caution: An electric fan under the hood can start up even when the engine is not running and can injure you. Keep hands, clothing and
tools away from any underhood electric fan.
Caution: To help avoid personal injury or damage to the vehicle, a bent, cracked, or damaged fan blade or housing should always be
replaced.
Important: If abnormal noise or vibration is felt from the engine compartment, inspect and clean any foreign material from the cooling fan
blades.
Installation Procedure
1. Install the cooling fan motor heat shields to the cooling fan shroud.
2. Install the cooling fan motors to the cooling fan shroud. Refer to Cooling Fan Motor Replacement - Electric.
3. Install the cooling fans. Refer to Fan Replacement.
4. Install the cooling fans with the cooling fan shroud. Refer to Cooling Fan Replacement -Electric.
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Heater Core: Service and Repair
Auxiliary Coolant Pump to Heater Core Inlet Hose Replacement
REMOVAL PROCEDURE
1. Drain the cooling system. Refer to Draining and Filling Cooling System in Cooling Systems. See: Service and Repair/Draining and Filling
Cooling System
2. Remove the wiper module cover.
3. Remove the air cleaner duct and cover.
4. Rotate the engine forward.
5. Disconnect the auxiliary coolant pump to heater core inlet hose (2) from the auxiliary coolant pump.
6. Disconnect the auxiliary coolant pump to heater core inlet hose (2) from the heater core inlet.
7. If equipped with RPO C34, Rear HVAC System, disconnect the auxiliary coolant pump to heater core inlet hose from the hose-T.
8. Remove the auxiliary coolant pump to heater core inlet hose (2).
INSTALLATION PROCEDURE
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1. Install the auxiliary coolant pump to heater core inlet hose (2).
2. Connect the auxiliary coolant pump to heater core inlet hose to the heater core inlet.
3. If equipped with RPO C34, Rear HVAC System, connect the auxiliary coolant pump to heater core inlet hose to the hose-T.
4. Connect the inlet pipe to auxiliary coolant pump hose to the auxiliary coolant pump.
5. Rotate the engine rearward to the proper position.
6. Install the air cleaner cover and duct.
For a description of the RPO Code(s) shown in this article/image, refer to the RPO Code List found at Vehicle/Application ID See: Application
and ID/RPO Codes
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Heater Core: Service and Repair
Heater Case/Cover Replacement
REMOVAL PROCEDURE
INSTALLATION PROCEDURE
Tighten
Tighten the screws to 1.6 N.m (14 lb in).
Tighten
Tighten the screws to 1.6 N.m (14 lb in).
Tighten
Tighten the nuts to 10 N.m (89 lb in).
TOOLS REQUIRED
J 38185 Hose Clamp Pliers
8. Remove and discard the cavity (1), whistle (2), and permagum (3) seals from the heater core cover.
9. Remove and discard the heater core outer seal (5) from the heater core.
14. Remove and discard the heater core lower seal (4) from the HVAC module case.
15. Remove and discard the heater core center seal (3) from the HVAC module case.
16. Remove and discard the heater core upper seal (2) from the HVAC module case.
17. Remove the heater core pipe retainer clamp from the heater core pipes.
Using a flat bladed tool, release the retaining tab and open the clamp.
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INSTALLATION PROCEDURE
1. Install the heater core pipe retainer clamp to the heater core pipes.
Align the depression in the clamp to the ridge on one of the heater core pipes, then close the clamp to secure.
2. Install new heater cores side seals (1) to the HVAC module case.
3. Install a new heater core upper seal (2) to the HVAC module case.
4. Install a new heater core center seal (3) to the HVAC module case.
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5. Install a new heater core lower seal (4) to the HVAC module case.
Tighten
Tighten the screw to 1.6 N.m (14 lb in).
Tighten
Tighten the screw to 1.6 N.m (14 lb in).
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10. Install a new heater core outer seal (5) to the heater core.
11. Install a new cavity (1), whistle (2), and permagum (3) seals to the heater core cover.
Tighten
Tighten the screws to 1.6 N.m (14 lb in).
14. Install the heater core outlet cover. Refer to Heater Core Cover Replacement. See: Heater Case/Cover Replacement
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15. Connect both of the heater hoses and the clamps to the heater core using the J 38185 positioning the clamps as indicated.
16. Install the wiper linkage. Refer to Wiper Motor Crank Arm Replacement in Wiper Washer System. See: Wiper and Washer Systems/Wiper
Motor/Service and Repair/Wiper Motor Crank Arm Replacement
17. Refill the coolant.
18. Install the air cleaner cover and duct assembly.
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Heater Core: Service and Repair
Heater Core Replacement - Auxiliary
REMOVAL PROCEDURE
1. Drain the cooling system. Refer to Draining and Filling Cooling System in Cooling System. See: Service and Repair/Draining and Filling
Cooling System
2. Raise and support vehicle. Refer to Lifting and Jacking the Vehicle in Vehicle Lifting.
3. Disconnect the heater hose quick disconnects.
4. Lower the vehicle.
5. Remove the left side rear quarter lower trim panel.
IMPORTANT: Carefully pull the heater core straight out from the HVAC module so not to damage the cooling fins of the heater core.
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11. Remove the heater core from the rear HVAC module.
INSTALLATION PROCEDURE
IMPORTANT: Carefully insert the heater core straight into the HVAC module so not to damage the cooling fins of the heater core.
Tighten
Tighten the heater core retaining screws to 1.6 N.m (14 lb in).
3. Carefully pull the heater pipes up and align the heater pipe block fitting to the heater core.
Tighten
Tighten the heater pipe block fitting retaining bolt 16 N.m (12 lb ft).
Tighten
Tighten the heater pipe bracket retaining screw 1.6 N.m (14 lb in).
1. Drain the cooling system. Refer to Draining and Filling Cooling System in Cooling Systems. See: Service and Repair/Draining and Filling
Cooling System
2. Remove the wiper module cover.
3. Remove the air cleaner duct and cover.
4. Rotate the engine forward. Refer to Rotating the Engine for Service Access in Engine. See: Engine/Service and Repair/Removal and
Replacement
5. Disconnect the auxiliary coolant pump to heater core inlet hose (2) from the auxiliary coolant pump.
6. Disconnect the auxiliary coolant pump to heater core inlet hose (2) from the heater core inlet.
7. If equipped with RPO C34, Rear HVAC System, disconnect the auxiliary coolant pump to heater core inlet hose from the hose-T.
8. Remove the auxiliary coolant pump to heater core inlet hose (2).
INSTALLATION PROCEDURE
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1. Install the auxiliary coolant pump to heater core inlet hose (2).
2. Connect the auxiliary coolant pump to heater core inlet hose to the heater core inlet.
3. If equipped with RPO C34, Rear HVAC System, connect the auxiliary coolant pump to heater core inlet hose to the hose-T.
4. Connect the inlet pipe to auxiliary coolant pump hose to the auxiliary coolant pump.
5. Rotate the engine rearward to the proper position. Refer to Rotating the Engine for Service Access in Engine. See: Engine/Service and
Repair/Removal and Replacement
6. Install the air cleaner cover and duct.
For a description of the RPO Code(s) shown in this article/image, refer to the RPO Code List found at Vehicle/Application ID See: Application
and ID/RPO Codes
Heater and A/C Pipe Repair - Auxiliary
Do not service the rear heater lines as a complete unit. Service the rear heater lines as a sectional repair.
TOOLS REQUIRED
J 41425 A/C Line Repair Kit
Use the J 41425 when any of the following actions damage the A/C or heater lines:
^ Rub-through
^ Collision damage
^ Leakage in the system
Follow the Straight Line Repair procedure in order to repair the type of damage described above.
If the A/C or heater lines have visible damage or a leak in a bend area, replace the lines. Section the lines in order to obtain the original line
shapes. Maintaining the original line shape will prevent vibrations and rub-through.
Follow the A/C Line Sectioning Repair procedure in order to repair any damage in a bend area.
INSTALLATION PROCEDURE
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INSTALLATION PROCEDURE
4. Disconnect the electrical harness retainer from the inlet pipe bracket.
INSTALLATION PROCEDURE
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Tighten
Tighten the nut to 7 N.m (62 lb in).
1. Drain Cooling system. Refer to Draining and Filling Cooling System in Cooling System. See: Service and Repair/Draining and Filling
Cooling System
2. Remove the wiper module cover.
3. Remove the air cleaner duct and cover.
4. Rotate the engine forward and secure. Refer to Rotating the Engine for Service Access in Engine. See: Engine/Service and Repair/Removal
and Replacement
5. Disconnect the inlet pipe to auxiliary coolant pump hose from the inlet pipe.
6. Disconnect the inlet pipe to auxiliary coolant pump hose from the auxiliary coolant pump (4).
7. Remove the inlet pipe to auxiliary coolant pump hose (3).
INSTALLATION PROCEDURE
Installation Procedure
1. Remove air cleaner and duct assembly. Refer to Air Filter Element Replacement in Computers and Controls.
2. Drain the coolant. Refer to Draining and Filling Cooling System.
3. Loosen the engine mount strut-to-engine mount strut bracket bolts. Refer to Engine Mount Strut Bracket Replacement (Radiator Upper
Support) or Engine Mount Strut Bracket Replacement (Left Side) or Engine Mount Strut Bracket Replacement (Right Side).
4. Remove the engine mount strut bracket brace bolts from the upper radiator support and reposition the struts and brackets rearward. Refer to
Engine Mount Strut Bracket Replacement (Radiator Upper Support) or Engine Mount Strut Bracket Replacement (Left Side) or Engine
Mount Strut Bracket Replacement (Right Side).
5. Remove the cooling fans with the cooling fan shroud. Refer to Cooling Fan Replacement -Electric.
6. Remove the radiator upper hose from the radiator. Refer to Radiator Hose Replacement - Inlet.
7. Remove the radiator lower hose from the radiator. Refer to Radiator Hose Replacement - Outlet.
8. Remove the low coolant module. Refer to Coolant Level Module Replacement.
9. Disconnect the transaxle oil cooler lines from the radiator. Refer to Automatic Transmission Oil Cooler Pipes Replacement in Transmission
and Drivetrain.
10. Remove the radiator brackets and bolts.
11. Remove the radiator.
Installation Procedure
Notice: When adding coolant, it is important that you use GM Goodwrench DEX-C001 (R) or HAVOLINE(R) DEX-COOL (R) coolant. If
Coolant other than DEX-COOL (R) or HAVOLINE (R) DEX-C00L (R) is added to the system the engine coolant will require change
sooner-at 50,000 km (30,000 mi) or 24 months.
10. Fill the cooling system. Refer to Draining and Filling Cooling System.
11. Install the air cleaner and duct assembly. Refer to Air Filter Element Replacement in Computers and Controls.
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Radiator Drain Plug: Service and Repair
Removal Procedure
Installation Procedure
^ Tools Required
- J 38185 Hose Clamp Pliers
1. Partially drain the coolant. Refer to Draining and Filling Cooling System.
2. Disconnect the inlet hose from the thermostat housing using the J 38185.
3. Disconnect the inlet hose from the radiator using the J 38185.
4. Remove the inlet hose.
Installation Procedure
1. Install the inlet hose in position and align the marks on the hose.
2. Connect the inlet hose to the radiator using the J 38185.
3. Connect the inlet hose to the thermostat housing using the J 38185.
Important: To properly fill the system you must use of the air bleed vents. Refer to Draining and Filling Cooling System.
^ Tools Required
- J 38185 Hose Clamp Pliers
Installation Procedure
1. Install the outlet hose in position and align the marks on the hose.
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2. Connect the outlet hose to the radiator using the J 38185.
3. Connect the outlet hose to the water pump housing using the J 38185.
Important: To properly fill the system you must use of the air bleed vents. Refer to Draining and Filling Cooling System.
1. Drain the coolant until the coolant level is below the low coolant level module. Refer to Draining and Filling Cooling System.
2. Remove the low coolant module electrical connector.
3. Lift one leg of the retainer and pull outward with a twisting motion in order to remove the low coolant module.
4. Ensure that the coolant level module seal is not damaged.
Installation Procedure
Important: Ensure that the retainer is installed correctly on the low coolant module.
1. Remove the air cleaner and duct assembly. Refer to Air Filter Element Replacement in Computers and Controls.
2. Drain the coolant until the coolant level is below the thermostat. Refer to Draining and Filling Cooling System.
3. Remove the radiator hose from the thermostat housing. Refer to Radiator Hose Replacement - Inlet.
4. Remove the thermostat housing bolts and clean any sealer from the bolt threads.
5. Remove the thermostat housing and gasket.
Installation Procedure
The catalyst monitor sensors operate the same as the fuel control sensors. Although the HO2S 2 sensor's main function is catalyst monitoring, the
sensor also plays a limited role in fuel control. If the sensor output indicates a voltage either above or below the 450 millivolt bias voltage for an
extended period of time, the PCM makes a slight adjustment to fuel trim to ensure that fuel delivery is correct for catalyst monitoring.
A problem with the HO2S 2 signal circuit should set DTC P0137 HO2S Circuit Low Voltage Sensor 2, DTC P0138 HO2S Circuit High Voltage
Sensor 2, or DTC P0140 HO2S Circuit Insufficient Activity Sensor 2, depending on the specific condition.
A fault in the heated oxygen sensor heater element or its ignition feed or ground results in slower oxygen sensor response. This may cause
erroneous catalyst monitor diagnostic results. A fault in the HO2S 2 heater circuit should cause DTC P0141 HO2S Heater Performance Sensor2 to
set.
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Catalytic Converter: Service and Repair
Catalytic Converter Replacement
Removal Procedure
Replace the entire converter assembly in order to properly service the three way catalytic converter.
Installation Procedure
Notice: To prevent internal damage to the flexible coupling of the catalytic converter assembly, the converter must be supported. The
vertical movement at the rear of the catalytic converter assembly must not exceed 6 degrees up or down.
5. Install the exhaust manifold pipe nuts to the exhaust manifold pipe studs.
^ Tighten the exhaust manifold pipe nuts to the exhaust manifold pipe stud to 35 Nm (26 ft. lbs.).
^ Tighten the catalytic converter nuts to the 34 Nm (25 ft. lbs.).
6. Lower the vehicle.
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Catalytic Converter: Service and Repair
Converter Hanger Assembly Replacement
Removal Procedure
Installation Procedure
1. Remove the throttle body air inlet duct. Refer to Air Filter Element Replacement in Computers and Controls.
2. Drain the engine coolant from the cooling system. Refer to Draining and Filling Cooling System in Cooling System.
3. Remove the inlet radiator hose from the engine. Refer to Radiator Hose Replacement - Inlet in Cooling System.
4. Remove the thermostat bypass pipe. Refer to Thermostat Bypass Pipes Replacement in Cooling System.
5. Remove the exhaust crossover pipe heat shield bolts.
6. Remove the exhaust crossover pipe heat shield.
Installation Procedure
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable Disconnect/Connect Procedure.
2. Remove the throttle body air inlet duct.
3. Drain the coolant from the cooling system. Refer to Draining and Filling Cooling System in Cooling System.
4. Remove the inlet radiator hose from the engine. Refer to Radiator Hose Replacement - Inlet in Cooling System.
5. Remove the thermostat bypass pipe. Refer to Thermostat Bypass Pipes Replacement in Cooling System.
6. Remove the exhaust crossover heat shield bolts.
7. Remove the exhaust crossover heat shield.
Installation Procedure
1. Remove the throttle body air inlet duct. Refer to Air Filter Element Replacement in Computers and Controls.
2. Drain the engine coolant from the cooling system. Refer to Draining and Filling Cooling System in Cooling System.
3. Remove the right engine mount strut bracket. Refer to Engine Mount Strut Bracket Replacement (Radiator Upper Support) or Engine Mount
Strut Bracket Replacement (Left Side) or Engine Mount Strut Bracket Replacement (Right Side).
4. Disconnect the inlet radiator hose from the engine. Refer to Radiator Hose Replacement - Inlet in Cooling System.
5. Remove the thermostat bypass pipe. Refer to Thermostat Bypass Pipes Replacement in Cooling System.
6. Remove the exhaust crossover pipe bolts from the engine left side exhaust manifold. Refer to Exhaust Crossover Removal.
7. Remove the exhaust manifold heat shield bolts.
8. Remove the exhaust manifold heat shield.
Installation Procedure
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1. Remove the windshield wiper motor cover. Refer to Wiper Module Cover Replacement in Wiper and Washer Systems.
2. Remove the throttle body air inlet duct. Refer to Air Filter Element Replacement in Computers and Controls.
3. Remove the accelerator cable bracket from the throttle body. Refer to Accelerator Controls Cable Replacement in Computers and Controls.
4. Remove the manifold air pressure (MAP) sensor. Refer to MAP Sensor Replacement in Computers and Controls.
5. Remove the exhaust gas recirculation (EGR) valve. Refer to EGR Valve Replacement in Computers and Controls.
6. Rotate the engine for service access. Refer to Rotating the Engine for Service Access.
7. Remove the ignition module and the ignition coils with the bracket.
8. Remove the spark plug wires from the engine right bank spark plugs.
9. Disconnect the oxygen sensor electrical connector.
10. Remove the evaporative emissions (EVAP) solenoid bracket.
11. Remove the exhaust crossover pipe nuts/studs from the engine right bank exhaust manifold. Refer to Exhaust Crossover Removal.
12. Raise and support the vehicle. Refer to Vehicle Lifting.
13. Remove the catalytic converter. Refer to Catalytic Converter Replacement in Powertrain Management.
14. Remove the exhaust manifold heat shield bolts.
15. Remove the exhaust manifold heat shields.
Installation Procedure
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1. If removed, install the Heated Oxygen Sensor (HO2S). Refer to Heated Oxygen Sensor (H02S) Replacement (HO2S1) or Heated Oxygen
Sensor (HO2S) Replacement (H02S2) in Computers and Controls.
2. If removed, install the exhaust gas recirculation (EGR) valve pipe.
3. Raise and support the vehicle. Refer to Vehicle Lifting.
4. Install the exhaust manifold gasket.
5. Install the exhaust manifold.
Installation Procedure
Installation Procedure
Installation Procedure
1. Install the exhaust muffler heat shield to the vehicle with new rivets.
2. Install the exhaust system muffler. Refer to Muffler Replacement.
3. Lower the vehicle.
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Muffler: Service and Repair
Removal Procedure
The muffler is serviced as one piece from the catalytic converter to the tail pipe.
Notice: To prevent internal damage to the flexible coupling of the catalytic converter assembly, the converter must be supported. The
vertical movement at the rear of the catalytic converter assembly must not exceed 6 degrees up or down.
Installation Procedure
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1. Install the muffler and exhaust pipes over the rear axle and towards the rear of the vehicle.
2. Install the exhaust hanger insulators to the exhaust pipes.
3. Install the rear axle tie rod. Refer to Tie Rod Replacement in Steering and Suspension.
The Camshaft Position (CMP) sensor is located on the timing cover behind the water pump near the camshaft sprocket. As the camshaft sprocket
turns, a magnet in the sprocket activates the Hall-effect switch in the CMP sensor. When the Hall-effect switch is activated, the signal line to the
PCM is grounded, pulling the CMP sensor signal circuits applied voltage low. This is interpreted as a CAM signal.
The CAM signal is created as piston #1 is on the intake stroke. If the correct CAM signal is not received by the PCM, DTC P0341 will be set.
Circuits Affecting Ignition Control
In order to properly control ignition timing, the PCM relies on the following information:
^ Engine load (manifold pressure or vacuum)
^ Atmospheric (barometric) pressure
^ Engine temperature
^ Intake air temperature
^ Crankshaft position
^ Engine speed (RPM)
The electronic IC module connector terminals are identified as shown in the Electronic Ignition System graphic. These circuits perform the
following functions:
^ 3X reference high-The 7X crankshaft position sensor sends a signal to the electronic ignition control module which generates a reference
pulse that is sent to the PCM. The PCM uses this signal to calculate crankshaft position and engine speed (also used to trigger the fuel
injectors).
^ 3X reference low-This wire is grounded through the ICM and assures the ground circuit has no voltage drop between the ICM and the PCM.
^ Ignition control bypass-During initial cranking, the PCM will look for synchronizing pulses from the camshaft position sensor and the 7X
crankshaft position sensor. The pulses indicate the position of the #1 piston and the #1 intake valve. Five volts is applied to the bypass circuit
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at precisely the same time these signals are received by the PCM. This generally occurs within one or two revolutions of the crankshaft. An
open or grounded bypass circuit will set a DTC P1351 and the engine will run at base ignition timing. A small amount of spark advance is
built into the ignition control module to enhance performance.
^ Ignition Control (IC)-The PCM uses this circuit to trigger the electronic ignition control module. The PCM uses the crankshaft reference
signal to calculate the amount of spark advance needed.
^ 24X reference signal-The 24X crankshaft position sensor increases idle quality and low speed driveability by providing better resolution at a
calibrated RPM.
Electronic Ignition (EI) System
The Electronic Ignition (EI) system on the 3400 LA1 (VIN E) engine uses a coil pack with one ignition coil for each two cylinders in the engine.
Mounted under the ignition coils on each system is an Ignition Control Module (ICM) that performs ignition coil switching functions and interacts
with the Powertrain Control Module (PCM) to optimize ignition system operation. On these engine systems, the spark timing is controlled
electronically.
The ICM controls the spark timing during engine start-up, and provides a back-up timing system that will allow the engine to run in the event of an
open or ground in the Ignition Control (IC) circuit. Once the engine starts and is running above an approximate engine speed of 400 RPM, the
PCM takes over the spark timing and sends signals to the ICM for ignition coil switching. The electronic ignition systems used on these engines use
a waste spark method of spark distribution.
Each cylinder is paired with its opposing cylinder in the firing order, so that one cylinder on compression fires simultaneously with the opposing
cylinder on exhaust. The spark that occurs in the cylinder that is on the exhaust stroke is referred to as the waste spark. The spark plugs in the two
opposing cylinders are connected to the two secondary terminals of the same ignition coil. The spark voltage appears at the center electrode of one
of the spark plugs and jumps to the side electrode, then passes through the engine to the other spark plug. At the second spark plug, the spark jumps
from the side electrode to the center electrode and completes the series circuit back to the ignition coil.
The high level of energy available from the ignition coil is more than sufficient to fire both plugs simultaneously. Since the waste spark requires
very little of the available voltage to fire, most of the coil output voltage is available to fire the cylinder that is on the compression stroke. Engine
speed (RPM) and cylinder position in the intake-compression-power-exhaust sequence are sensed electronically and are used by the ICM and PCM
to control timing. These parameters are provided by a magnetic Crankshaft Position (CKP) sensor mounted in the engine block. The magnetic CKP
sensor consists of a wire coil wound around a permanent magnet. The sensor is positioned near a reluctor ring on the crankshaft. The reluctor ring
has notches which trigger signals in the magnetic sensor to indicate Crankshaft Position (CKP) and crankshaft speed (RPM). These signals are used
by the ICM during start up, then passed on to the PCM to help determine optimum timing while the engine is running. The PCM also uses other
inputs separate from the ignition system itself, to determine optimum timing.
For a description of the RPO Code(s) shown in this article/images refer to the RPO Code List found at Vehicle/Application ID See: Application and
ID
General Description
The electronic ignition system controls fuel combustion by providing a spark to ignite the compressed air/fuel mixture at the correct time. To
provide optimum engine performance, fuel economy, and control of exhaust emissions, the PCM controls the spark advance of the ignition system.
Electronic ignition has the following advantages over a mechanical distributor system:
^ No moving parts
^ Less maintenance
^ Remote mounting capability
^ No mechanical load on the engine
^ More coil cool down time between firing events
^ Elimination of mechanical timing adjustments
^ Increased available ignition coil saturation time
The electronic ignition system does not use the conventional distributor and coil. The ignition system consists of three ignition coils, an ignition
control module, a Camshaft Position (CMP) sensor, 7X Crankshaft Position (CKP) sensor in the block, a 24X CKP sensor behind the crankshaft
balancer, related connecting wires, and the Ignition Control (IC) and fuel metering portion of the PCM.
Conventional ignition coils have one end of the secondary winding connected to the engine ground. In this ignition system, neither end of the
secondary winding is grounded. Instead, each end of a coil's secondary winding is attached to a spark plug. Each cylinder is paired with the cylinder
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that is on the opposite side (1 and 4, 2 and 5, 3 and 6). These two plugs are on companion cylinders, i.e., on top dead center at the same time.
When the coil discharges, both plugs fire at the same time to complete the series circuit. The cylinder on compression is said to be the event
cylinder and the one on exhaust is the waste cylinder. The cylinder on the exhaust stroke requires very little of the available energy to fire the spark
plug. The remaining energy will be used as required by the cylinder on the compression stroke. The same process is repeated when the cylinders
reverse roles. This method of ignition is called a waste spark ignition system.
Since the polarity of the ignition coil primary and secondary windings is fixed, one spark plug always fires with normal polarity and the companion
plug fires with reverse polarity. This differs from a conventional ignition system that fires all the plugs with the same polarity. Because the ignition
coil requires approximately 30 percent more voltage to fire a spark plug with reverse polarity, the ignition coil design is improved, with saturation
time and primary current flow increased. This redesign of the system allows higher secondary voltage to be available from the ignition coils-more
than 40 kilovolts (40,000 volts) at any engine RPM. The voltage required by each spark plug is determined by the polarity and the cylinder
pressure. The cylinder on compression requires more voltage to fire the spark plug than the one on exhaust.
One spark plug may fire even though a plug wire from the same coil may be disconnected from the companion plug. The disconnected plug wire
acts as one plate of a capacitor, with the engine being the other plate. These two capacitor plates are charged as a spark jumps across the gap of the
connected spark plug. The plates are then discharged as the secondary energy is dissipated in an oscillating current across the gap of the spark plug
that is still connected. Secondary voltage requirements are very high with an open spark plug or spark plug wire. The ignition coil has enough
reserve energy to fire the plug that is still connected at idle, but the coil may not fire the spark plug under high engine load. A more noticeable
misfire may be evident under load, both spark plugs may then be misfiring.
Ignition Coils
Three twin-tower ignition coils are individually mounted to the ignition control module. Each coil provides spark for two plugs simultaneously
(waste spark distribution). Each coil is serviced separately. Two terminals connect each coil pack to the module. Each coil is provided a fused
ignition feed. The other terminal at each coil is individually connected to the module, which will energize one coil at a time by completing and
interrupting the primary circuit ground path to each coil at the proper time.
Ignition Control (IC) Module
The 3X reference signal sent to the PCM by the IC module is an on, off pulse occurring 3 times per crankshaft revolution.
Ignition Switch
The mechanical key and lock cylinder switch is located in the steering column on the right-hand side, just below the steering wheel. The electrical
switching portion of the assembly is separate from the key and lock cylinder.
Ignition System
There are important considerations to point out when servicing the ignition system. The following Noteworthy Information will list some of these,
to help the technician in servicing the ignition system.
^ The ignition coils secondary voltage output capabilities are very high - more than 40,000 volts. Avoid body contact with ignition high
voltage secondary components when the engine is running, or personal injury may result.
^ The 7X crankshaft position sensor is the most critical part of the ignition system. If the sensor is damaged so that pulses are not generated, the
engine will not start.
^ Crankshaft position sensor clearance is very important! The sensor must not contact the rotating interrupter ring at any time, or sensor
damage will result. If the balancer interrupter ring is bent, the interrupter ring blades will destroy the sensor.
^ Ignition timing is not adjustable. There are no timing marks on the crankshaft balancer or timing chain cover.
^ If crankshaft position sensor replacement is necessary, the crankshaft balancer must be removed first. The balancer is a press fit onto the
crankshaft. Removing the serpentine accessory drive belt and balancer attaching bolt will allow removal with the special tool J 38197
Balancer Remover. When reinstalled, proper torquing of the balancer attachment bolt is critical to ensure the balancer stays attached to the
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crankshaft.
^ If a crankshaft position sensor assembly is replaced, inspect the crankshaft balancer interrupter ring for any blades being bent. If this is not
inspected closely and a bent blade exists, the new crankshaft position sensor can be destroyed by the bent blade with only one crankshaft
revolution.
^ Neither side of the ignition coil primary or secondary windings is connected to engine ground. Although the ignition coil packs are secured to
the IC module, there is not an electrical connection to ground.
^ Be careful not to damage the secondary ignition wires or boots when servicing the ignition system. Rotate each boot to dislodge the boot
from the plug or coil tower before pulling the boot from either a spark plug or the ignition coil. Never pierce a secondary ignition wire or
boot for any testing purposes! Future problems are guaranteed if pinpoints or test lights are pushed through the insulation for testing.
^ The IC module is grounded to the engine block through 3 mounting studs used to secure the module to the mounting bracket. If servicing is
required, ensure that good electrical contact is made between the module and the mounting bracket, including proper hardware and torque.
^ A conventional tachometer used to check RPM on a primary ignition tach lead will not work on this ignition system. In order to check RPM,
use a Scan Tool.
Modes of Operation
Ignition Control (IC) spark timing is the PCMs method of controlling spark advance and ignition dwell when the ignition system is operating in the
IC Mode. There are two modes of ignition system operation:
^ Bypass Mode
^ IC Mode
In Bypass Mode, the ignition system operates independently of the PCM, with Bypass Mode spark advance always at 10 (BTDC). The PCM has no
control of the ignition system when in this mode. In fact, the PCM could be disconnected from the vehicle and the ignition system would still fire
the spark plugs, as long as the other ignition system components were functioning. (This would provide spark but no fuel injector pulses. The
engine will not start in this situation.) The PCM switches to IC Mode (PCM controlled spark advance) as soon as the engine begins cranking. After
the switch is made to IC Mode, the IC Mode will stay in effect until one of the following conditions occur:
^ The engine is turned off.
^ The engine quits running.
^ A PCM/IC module fault (DTC P1351, P1352, P1361, or P1362) is detected.
If a PCM/IC module fault is detected while the engine is running, the ignition system will switch to Bypass Mode operation. The engine may quit
running, but will restart and stay in Bypass Mode with a noticeable loss of performance.
In the IC Mode, the ignition spark timing and ignition dwell time is fully controlled by the PCM. IC spark advance and ignition dwell is calculated
by the PCM using the following inputs:
^ Engine speed (24X reference or 3X reference)
^ Crankshaft position (24X reference or 3X reference and Camshaft position PCM input signal)
^ Engine Coolant Temperature (ECT) sensor
^ Throttle Position (TP) sensor
^ Knock Signal (Knock Sensor)
^ Park/Neutral Position (PRNDL input)
^ Vehicle Speed (Vehicle Speed Sensor)
^ PCM and ignition system supply voltage
The PCM is responsible for maintaining proper spark and fuel injection timing for all driving conditions. To provide optimum driveability and
emissions, the PCM monitors input signals from the following components in calculating Ignition Control (IC) spark timing:
^ IC module
^ Engine Coolant Temperature (ECT) sensor
^ Intake Air Temperature (IAT) sensor
^ Mass Air Flow (MAF) sensor
^ Trans Range inputs from Transaxle Range switch
^ Throttle Position (TP) sensor
^ Vehicle Speed Sensor (VSS)
Resistor type, tapered seat spark plugs are used on all engines. No gasket is used on these tapered seat plugs. When replacing spark plugs, use only
the type specified. Normal service is assumed to be a mixture of idling, slow speed, and high-speed driving. Occasional intermittent high-speed
driving is needed for good spark plug performance. Intermittent high-speed driving gives increased combustion heat, burning away carbon or
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oxides that have built up from frequent idling, or continual stop-and-go driving.
Spark plugs are protected by insulating boots made of special heat-resistant materials, which cover the spark plug terminal and extend downward
over a portion of the plug insulator. These boots prevent flash-over, which causes engine misfiring. Do not mistake corona discharge for flash-over,
or a shorted insulator. Corona is a steady blue light appearing around the insulator, just above the shell crimp. It is the visible evidence of a
high-tension field and has no effect on ignition performance. Usually it can be detected only in darkness. This discharge may repel dust particles,
leaving a clear ring on the insulator just above the shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown
out between the shell and the insulator.
24X & 7X Crankshaft Position Sensors Interrupter Ring
The 24X crankshaft position (CKP) sensor (1), secured in a mounting bracket (3) and bolted to the front side of the engine timing chain cover (2),
is partially behind the crankshaft balancer.
The 7X CKP sensor uses a two wire connector at the sensor and a three-way connector at the ignition control module.
The 24X CKP sensor contains a Hall-effect switch. The magnet and Hall-effect switch are separated by an air gap. A Hall-effect switch reacts like a
solid stale switch, grounding a low current signal voltage when a magnetic field is present. When the magnetic field is shielded from the switch by
a piece of steel placed in the air gap between the magnet and the switch, the signal voltage is not grounded. If the piece of steel (called an
interrupter) is repeatedly moved in and out of the air gap, the signal voltage will appear to go on-off, on-off, on-off. Compared to a conventional
mechanical distributor, this on-off signal is similar to the signal that a set of breaker points in the distributor would generate as the distributor shaft
turned and the points opened and closed.
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In the case of the electronic ignition system, the piece of steel is a concentric interrupter ring mounted to the rear of the crankshaft balancer. The
interrupter ring has blades and windows that, with crankshaft rotation, either block the magnetic field or allow the field to reach the Hall-effect
switch. The Hall-effect switch is called a 24X CKP sensor, because the interrupter ring has 24 evenly spaced blades and windows. The 24X CKP
sensor produces 24 on-off pulses per crankshaft revolution.
The interrupter ring is a special wheel cast on the crankshaft that has seven machined slots, six of which are equally spaced 60 degrees apart. The
seventh slot is spaced 10 degrees from one of the other slots. As the interrupter ring rotates with the crankshaft, the slots change the magnetic field.
This will cause the 7X to ground the 3X signal voltage that is supplied by the ignition control module. The ignition control module interprets the
7X on-off signals as an indication of crankshaft position. The ignition control module must have the 7X signal to fire the correct ignition coil.
The 7X interrupter ring and Hall-effect switch react similarly. The 24X signal is used for better resolution at a calibrated RPM.
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Ignition System: Initial Inspection and Diagnostic Overview
Before suspecting a computer problem, perform a careful visual inspection. Check under the hood for the same kinds of problems you would
look for on a non-computer controlled engine. These include fluid leaks, vacuum leaks, dirty filters, overheating, oil burning, poor connections
or loose wires, bad spark plug wires and/or spark plugs, restricted mufflers and exhaust systems, worn mechanical parts, exhaust leaks, and other
familiar kinds of problems. Be thorough! You may save a lot of time.
Begin all troubleshooting by Checking the Basics. Certain basic faults may be undetectable by the Powertrain Control Module (PCM)
self-diagnostic system and can actually interfere with self-checking and fault memory operation. Low battery voltage, for example, can cause
erroneous faults to set in PCM memory or can cause a system to go "Fail Safe" without setting a fault in memory. Because system fault memory
is cleared whenever PCM or battery are disconnected, fault codes should be read prior to any vehicle power interruption or troubleshooting. Prior
to any teardown, repair or component replacement, consider the following steps:
COMPLAINT VERIFICATION
Whenever possible, the technicians should personally verify the complaint. Having experienced the malfunction, technicians are less likely to
attempt repairing non-existent faults.
MALFUNCTION VERIFICATION
Sophisticated automotive systems are easily misunderstood. This can lead to repairs that attempt to force a system to perform as it was never
intended. The troubleshooting technician should compare actual system operation to nominal system operation as described in Description and
Operation. The technician is also encouraged to compare problem vehicle system operation with a known good vehicle.
PREVIOUS REPAIRS
Vehicle repair history can provide explanations to unusual complaints which seem to elude normal troubleshooting attempts. Incorrect
components or unapproved repairs can have subtle influences on seemingly unrelated systems.
AIR/FUEL RATIO
Adaptive engine management systems efficiently compensate for conditions which may affect the combustion process. However, when
troubleshooting idle quality or driveability complaints, it is still necessary to consider the following:
- Injector spray pattern quality
- Presence of unmetered air leaks
- Evaporative purge system
- Excessive engine oil dilution
- Substandard fuel or unapproved additives
- Carbon build-up
TESTING EQUIPMENT
High quality testing equipment is essential for accurate results. Faulty equipment results in erroneous test results. Use only suitable test leads,
terminals, and probe tips.
Diagnostic Chart
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CIRCUIT DESCRIPTION
The Powertrain On Board Diagnostic (OBD) System Check must be the starting point for any driveability complaint diagnosis. Before using this
procedure, you should perform a careful visual/physical inspection of the PCM and engine grounds for being clean and tight. The Powertrain On
Board Diagnostic (OBD) System Check is an organized approach to identifying a problem created by an electronic engine control system
malfunction.
MIL OPERATION
The Malfunction Indicator Lamp (MIL) is located on the instrument panel and is displayed as CHECK ENGINE lamp.
MIL FUNCTION
^ The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible
^ The MIL illuminates during a bulb test and a system test
^ A DTC will be stored if a MIL is requested by the diagnostic
MIL ILLUMINATION
^ The MIL will illuminate with ignition switch ON and the engine not running
^ The MIL will turn OFF when the engine is started
^ The MIL will remain ON if the self-diagnostic system has detected a malfunction
^ The MIL may turn OFF if the malfunction is not present
^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON.
^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, then ON.
DIAGNOSTIC AIDS
An intermittent may be caused by a faulty connection, rubbed through wire insulation, or a wire broken inside the insulation. Inspect for faulty
connections or a damaged harness. Inspect the PCM harness and connectors for improper mating, broken locks, improperly formed or damaged
terminals, faulty terminal to wire connection, and damaged harness. Refer to Intermittent Conditions. See: Computers and Control
Systems/Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic Strategies/Intermittent Conditions
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
1. The MIL should be ON steady with the key ON/ engine OFF. If not, the No Malfunction Indicator Lamp table should be used to isolate the
malfunction.
2. This test ensures that the PCM is capable of transmitting Class II serial data to the DLC and that the Class II data circuit is not open or
shorted. If a problem is encountered and a malfunctioning scan tool is suspected, try the scan tool on another vehicle to verify operation. If a
DLC problem exists, the DLC Diagnosis table should be used to diagnose the condition.
4. If the engine will not start, the Engine Cranks But Will Not Run table should be used to diagnose the condition. See: Computers and Control
Systems/Testing and Inspection/Symptom Related Diagnostic Procedures
5. The scan tool may display DTCs which are diagnosed in Automatic Transaxle Diagnosis. Refer to DTC List for a complete list of DTCs
supported by this vehicle application. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions
If multiple DTCs are stored, diagnose each DTC according the following priority:
^ PCM Error DTCs
^ System Voltage DTCs
^ Component Level DTCs (switches, sensor range/performance, sensor high voltage, sensor low voltage, ODMs, etc.)
^ System level DTCs (Fuel trim, Misfire, EGR flow, TWC System, Idle Control System, HO2S Response or HO2S Transition Time Ratio)
^ System Reference DTCs
6. A scan tool parameter which is not within the typical range may help to isolate the area which is causing the problem.
Strategy Based Diagnostics
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The goal of Strategy Based Diagnostics is to provide guidance when you create a plan of action for each specific diagnostic situation. Following a
similar plan for each diagnostic situation, you will achieve maximum efliciency when you diagnose and repair vehicles. Although each of the
Strategy Based Diagnostics boxes is numbered, you are not required to complete every box in order to successfully diagnose a customer concern.
The first step of your diagnostic process should always be, Verify the Customer Concern (box 1). The final step of your diagnostic process should
be, Repair and Verify the Fix (box 7). Refer to the chart for the correct strategy based diagnostics.
(1) Verify the Customer Concern: The first part of this step is to obtain as much information as possible from the customer such as: Are there
aftermarket accessories on the vehicle? When does the condition occur? Where does the condition occur? How long and how often does the
condition occur? In order to verify the concern the technician should know the normal operation of the system and refer to the owner or service
manual for any information needed.
(2) Preliminary Checks: Conduct a thorough visual inspection. Review the service history. Detect unusual sounds or odors. Gather diagnostic
trouble code information in order to achieve an effective repair.
(3) Perform Diagnostic System Checks: One or more DTCs may not support a system. System checks verify the proper operation of the system.
This will lead the technician in an organized approach to diagnostics.
(4) Check Bulletins and Other Service Information: Such as videos, newsletters, and the Pulsat programs.
(5.1) Stored DTCs: Follow the designated DTC table exactly in order to make an effective repair.
(5.2) Symptom No DTC: Select the symptom from the symptom tables. Follow the diagnostic steps or suggestions in order to complete the repair,
or refer to the applicable component system check.
(5.3) No Diagnostics: Analyze the concern. Develop a plan for the diagnostics. Schematics will help you to see system power, ground, input and
output circuits. You can also identify splices and other areas where multiple circuits are tied together. Look at component locations to see if
components, connectors or harnesses may be exposed to extreme temperature, moisture, road salt or other corrosives (battery acid, oil or other
fluids). Utilize the wiring diagrams, system description and operation, and system circuit description.
(5.4) Intermittents: An intermittent condition is one that does not occur continuously and will occur when certain conditions are met. Generally,
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intermittents are caused by: Faulty electrical connections and wiring, malfunctioning components, electromagnetic radio frequency interference,
and aftermarket equipment.. Combine the technician knowledge with efficient use of the available service information. Evaluate the symptoms and
conditions described by the customer. Use a check sheet or other method in order to identify the component. Follow the suggestions for intermittent
diagnosis. The Tech 1, Tech 2 scan tools, and the J39200 (Fluke 87) have data capturing capabilities that can assist in detection of intermittents.
(5.5) Vehicle Operates as Designed: This condition exists when the vehicle is found to operate normally. The condition described by the customer
may be normal. Verify against another like vehicle that is operating normally under the same conditions described by the customer. Explain your
findings and the operation of that system to the customer.
(6) Re-examine the Concern: If a technician cannot successfully find or isolate the concern, a reevaluation is necessary. Re-verify the concern.
The concern could be an intermittent or normal.
(7) Repair and Verify Fix: After isolating the cause, make the repairs and validate for proper operation. Verify that the symptom has been
corrected which may involve road testing the vehicle.
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Ignition System: Component Tests and General Diagnostics
Refer to Engine Controls Schematics Ignition System, Knock Sensor. See: Diagrams/Electrical Diagrams
CIRCUIT DESCRIPTION
During cranking, the IC Module monitors the 7X CKP sensor input for recognition of the sync signal. The sync signal is used only by the IC
Module for synchronization at start-up to determine the correct cylinder pair to spark. Once the engine speed reaches approximately 600 RPM
the PCM sends 5.0 V to the bypass control circuit at the IC Control Module causing the IC control circuit to become ungrounded allowing the
24X signal to be used for better low engine speed performance. At higher engine speeds (1650+) the PCM uses the 3X reference pulses to
control ignition timing because a higher resolution signal is not needed.
Conventional ignition coils have one end of the secondary winding connected to the engine ground. In this ignition system, neither end of the
secondary winding is grounded. Instead, each end of a coil's secondary winding is attached to a spark plug. Each cylinder is paired with the
cylinder that is opposite it (1-4, 2-5, 3-6). These two plugs are on companion cylinders, i.e., on top dead center at the same time. When the coil
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discharges, both plugs fire at the same time to complete the series circuit. The cylinder on compression is said to be the event cylinder and the
one on exhaust is the waste cylinder. The cylinder on the exhaust stroke requires very little of the available energy to fire the spark plug. The
remaining energy will be used as required by the cylinder on the compression stroke. The same process is repeated when the cylinders reverse
roles. This method of ignition is called a waste spark ignition system.
This table assumes there are no Ignition System, Fuel Injector, Cam Sensor, or Crank Sensor DTC's present. The Electronic Ignition System
Check tests for faulty ignition coils, spark plugs, plug wires, the 7X Crank Sensor, and IC Module. This table requires the J 26792 Spark Tester.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
2. It is necessary to disconnect the 24X Crank Sensor to ensure that the 7X signal is being read in the 3X reference parameter on the scan tool.
3. The J 26792 spark tester presents a more difficult load on the secondary ignition than a normal spark plug. If a miss, stumble, or hesitation is
being caused by a spark plug not firing, the spark tester should also not fire.
4. Use a 5% saltwater solution in a spray bottle to induce voltage arching to ground through faulty insulation of spark plug wires.
6. If the no spark condition follows the suspected coil, that coil is faulty. Otherwise, the ignition module is the cause of no spark. This test could
also be performed by substituting a known good coil for the one causing the no spark condition.
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Number One Cylinder: Locations
NUMBER 1 CYLINDER
CRANKSHAFT ROTATION
Crankshaft rotation is clockwise when viewed from in front of the crankshaft pulley as shown in the "Typical Rotation" image.
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Camshaft Position Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition.
2. Remove the serpentine drive belt.
3. Disconnect the sensor electrical connector.
4. Remove the attaching bolt.
5. Remove the sensor.
6. Inspect the sensor for wear, cracks or leakage if the sensor is not being replaced.
INSTALLATION PROCEDURE
1. Lubricate the O-ring with clean engine oil. Replace the O-ring if the O-ring is damaged.
Tighten
Tighten the retaining bolt to 10 N.m (8 lb ft).
The Crankshaft Position System Variation Learn Procedure should be performed if any of the following conditions are true:
^ DTC P1336 is set.
^ The PCM has been replaced.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft harmonic balancer has been replaced.
^ The crankshaft position sensor has been replaced.
IMPORTANT: The scan tool crankshaft position system variation learn function will be inhibited if engine coolant temperature is less than 70°C
(158°F). Allow the engine to warm to at least 70°C (158°F) before attempting the crankshaft position system variation learn procedure.
The scan tool crankshaft position system variation learn function will be inhibited if any Powertrain DTCs other than DTC P1336 are set before or
during the crankshaft position system variation learn procedure. Diagnose and repair any DTCs if set. Refer to applicable DTCs.
The crankshaft position system variation learn function will be inhibited if the PCM detects a malfunction involving the camshaft position signal
circuit, the 3X reference circuit, or the 24X reference circuit. If a malfunction has been indicated, refer to the following list to diagnoses the system
or sensor.
^ DTC P0336 Crankshaft Position (CKP) Sensor Performance.
^ DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation.
^ DTC P0341 Camshaft Position (CMP) Sensor Performance.
The scan tool crankshaft position system variation learn function will not be enabled until engine coolant temperature reaches 70°C (158°F)
Selecting the crankshaft position system variation learn procedure on the scan tool will command the PCM to enable CKP system variation learn
fuel cutoff and allow the crankshaft position system variation compensating values to be stored in the PCM. The PCM must detect an engine speed
of 5150 RPM (CKP system variation learn fuel cutoff) during the crankshaft position system variation learn procedure to store the crankshaft
position system variation compensating values and complete the procedure.
IMPORTANT: Set the vehicle parking brake and block the drive wheels when performing the Crankshaft Position System Variation Learning
Procedure in order to prevent personal injury. Release the throttle when the engine reaches the second fuel cut off. Leaving the throttle open during
the fuel cut off will allow the engine to decel at an even rate. Once the learn procedure is completed, the PCM will return the engine control to the
operator and the engine will respond to the throttle position.
REMOVAL PROCEDURE
1. Turn OFF the ignition switch.
2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in General Information.
3. Disconnect the sensor electrical connector.
4. Remove the attaching bolt/screw.
5. Remove the sensor from the engine.
6. 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. Replace the O-ring if the O-ring is damaged.
2. Install the sensor to the block.
Tighten
Tighten the bolt to 8 N.m (71 lb in).
REMOVAL PROCEDURE
1. Turn OFF the ignition.
2. Remove the serpentine drive belt from the crankshaft pulley.
3. Raise the vehicle on hoist. Refer to Lifting and Jacking the Vehicle in General Information.
4. Remove the right front Tire and Wheel assembly.
5. Remove the right front engine splash shield.
6. Remove the crankshaft harmonic balancer.
7. Note the routing of sensor harness before removal.
8. Remove the harness retaining clip with bolt (1).
9. Disconnect the sensor electrical connector.
10. Remove the sensor bolts (2).
11. Remove the sensor.
INSTALLATION PROCEDURE
1. Install the 24X crankshaft position sensor with the bolts (2) and route the harness as noted during removal.
Tighten
Tighten the bolts to 10 N.m (8 lb ft).
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.
2. Remove the spark plug wire(s) (2, 4 and 6) from the engine left side spark plug(s).
3. Remove the spark plug wire(s) from the retaining clips.
4. Rotate the engine forward. Refer to Rotating the Engine for Service Access in Engine.
5. Remove the spark plug wire(s) (1, 3 and 5) from the engine right side spark plug(s).
6. Remove the spark plug wire(s) from the retaining clips.
INSTALLATION PROCEDURE
3. Install the spark plug wire(s) (1, 3 and 5) to the engine right side spark plug(s).
4. Install the spark plug wire(s) to the retaining clips.
5. Return the engine to the proper position. Refer to Rotating the Engine for Service Access in Engine.
6. Install the spark plug wire(s) (2, 4 and 6) to the engine left side spark plug(s).
7. Install the spark plug wire(s) to the retaining clips.
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Ignition Coil: Service and Repair
REMOVAL PROCEDURE
1. Disconnect the spark plug wires. Note the position from which the wires are removed.
2. Remove the 2 screws securing the ignition coil to the ignition control module.
3. Remove the ignition coil.
INSTALLATION PROCEDURE
1. Install the ignition coil.
Tighten
Tighten the screws to 4-5 N.m (40 lb in).
REMOVAL PROCEDURE
1. Disconnect all the electrical connectors at the ignition control module.
2. Note position of spark plug wires for installation and disconnect the spark plug wires from ignition coils.
3. Remove the screws securing coil assemblies to ignition control module.
4. Disconnect the coils from ignition control module.
5. Remove the fasteners securing ignition control module assembly to engine.
6. Remove the ignition control module from the bracket.
INSTALLATION PROCEDURE
1. Install the ignition control module on the bracket.
2. Install the coils to ignition control module.
3. Reinstall the fasteners securing ignition control module assembly to engine.
Tighten
Tighten the screws to 4-5 N.m (40 lb in).
INSTALLATION PROCEDURE
IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory and applying additional sealant
affects the sensor's ability to detect detonation.
Tighten
19 N.m (14 lb ft).
2. Connect the knock sensor wiring harness connector to the knock sensor.
3. Lower the vehicle.
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Steering Column: Service and Repair
- Tools Required
- J23653-SIR Lock Plate Compressor
1. Align the race and upper shaft assembly (1) to the 12 o'clock position.
2. Put the lock cylinder in the LOCK position and remove the key.
- Tools Required
- J23653-SIR Lock Plate Compressor
1. Remove the SIR coil assembly. Refer to Inflatable Restraint Steering Wheel Module Coil -Disassemble - Off Vehicle.
Tilt Lever
Removal Procedure
Pull the tilt lever in order to remove the tilt lever from the steering column.
Installation Procedure
Push the tilt lever onto the tilt lever shaft in order to install the tilt lever.
1. Install the spring guide (1) to the tilt spring (2). Lubricate the spring guide with lithium grease.
Caution: The tilt spring and the spring guide are under pressure and could become and projectile. During the disassembly and
assembly procedures, secure the tilt spring with locking pliers. Exercise caution when removing or installing the tilt spring and the
spring guide, as bodily injury may result.
2. Use the tilt lever to tilt the column in the "UP" position.
Caution: The spring and the spring guide are under pressure and could become a projectile. During the disassembly and assembly
procedures, secure the tilt spring with locking pliers. Exercise caution when removing or installing the tilt spring and the spring
guide, as bodily injury may result.
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4. Remove the spring guide (1) from the tilt spring (2).
2. Use a screwdriver to pry the electrical BTSI actuator from the steering column jacket assembly.
3. Remove the electrical BTSI actuator from the steering column.
Installation Procedure
1. Install the shift lock control to the steering column. Refer to Automatic Transmission Shift Lock Control - Assemble - Off Vehicle.
2. Remove the lower steering column shroud. Refer to Steering Column Trim Covers - Assemble - Off Vehicle.
Electronic Column Lock Module
Removal Procedure
1. Disable the SIR system. Refer to Disabling the SIR System in Air Bags and Seat Belts.
2. Remove the tilt lever. Refer to Tilt Lever Replacement - On Vehicle.
3. Remove the steering wheel. Refer to Steering Wheel Replacement.
4. Remove the ignition lock cylinder. Refer to Ignition Lock Cylinder Replacement - On Vehicle (Cylinder Rotates) or Ignition Lock Cylinder
Replacement - On Vehicle (Unable to Rotate Cylinder).
5. Remove the steering column trim covers. Refer to Steering Column Trim Covers - Disassemble - Off Vehicle.
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6. Remove the lock module assembly. Refer to Electronic Column Lock Module - Disassemble - Off Vehicle.
Installation Procedure
1. Install the lock module assembly. Refer to Electronic Column Lock Module - Assemble - Off Vehicle.
2. Install the steering column trim covers. Refer to Steering Column Trim Covers - Assemble - Off Vehicle.
3. Install the ignition lock cylinder. Refer to Ignition Lock Cylinder Replacement - On Vehicle (Cylinder Rotates) or Ignition Lock Cylinder
Replacement - On Vehicle (Unable to Rotate Cylinder).
4. Install the steering wheel. Refer to Steering Wheel Replacement.
5. Install the tilt lever. Refer to Tilt Lever Replacement - On Vehicle.
6. Enable the SIR system. Refer to Enabling the SIR System in Air Bags and Seat Belts.
2. Install the 3 pan head tapping screws (2) into the lock module assembly.
Tighten the screws to 1.5 Nm (13 inch lbs.).
3. Install the park lock cable assembly (1) into the lock module assembly.
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4. Install the ignition and key alarm switch assembly (3) onto the lock module assembly (2) and secure by using 2 tapping screws.
- Tighten the screws to 4.7 Nm (42 inch lbs.).
5. Slide the PASSKEY 111 (2) onto the lock module assembly (1).
6. Install the steering column tilt head assembly. Refer to Steering Column Tilt Head Housing - Assemble - Off Vehicle.
2. Slide the PASSKEY 111 (2) off of the lock module assembly (1).
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3. Remove the key alarm connector (1) from the lock module assembly (2).
4. Remove the 2 tapping screws from the ignition key alarm switch assembly (3).
5. Let both parts hang freely.
6. Remove the park lock cable assembly (1) from the lock module assembly.
7. Remove 3 pan head tapping screws (2) from the lock module assembly (1).
8. Remove the lock module assembly (1).
1. Install the ignition and key alarm switch assembly (3) onto the lock module assembly (2) and secure by using 2 tapping screws.
- Tighten the screws to 4.7 Nm (42 inch lbs.).
2. Install the key alarm connector (1) into the lock module assembly (2).
3. Slide the PASS KEY III (2) onto the lock module assembly (1).
4. Slide the turn signal switch assembly connectors (2) to the bulkhead connector (1).
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5. Install the wire harness assembly (4) into the wire harness strap (5).
6. Install the wire harness strap (2) into the steering column tilt head assembly (1).
7. Install the wire harness straps (3) onto the wire harness assembly (4).
8. Install the upper and lower shrouds. Refer to Steering Column Trim Covers - Assemble -Off Vehicle.
2. Remove the wire harness assembly (4) from the wire harness strap (5).
3. Remove the wire harness straps (3) from the wire harness assembly (4).
4. Remove 1 wire harness strap (2) from the upper tilt head assembly (1).
5. Slide the turn signal switch assembly connectors (2) out from the bulk head connector (1).
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6. Pull the PASS KEY III (2) off of the lock module assembly (1).
7. Remove the key alarm connector (1) from the lock module assembly (2).
8. Remove the 2 tapping screws from the ignition key alarm switch assembly (3).
Ignition Lock Cylinder - Rotates
Removal Procedure
1. Disconnect the battery negative cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
2. Disable the SIR system. Refer to Disabling the SIR System in Air Bags and Seat Belts.
3. Remove the inflator module. Refer to Inflatable Restraint Steering Wheel Module Replacement in Air Bags and Seat Belts.
4. Remove the steering wheel. Refer to Steering Wheel Replacement.
5. Remove the tilt lever.
6. Remove ONLY the steering column LOWER shroud. Refer to Steering Column Trim Covers - Disassemble - Off Vehicle.
7. Remove the steering column upper shroud FASTENERS ONLY.
8. Lift the upper steering column shroud in order to gain access to the lock cylinder access hole (1).
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9. Insert the bent tip awl into the ignition lock cylinder access hole (1).
11. Use the bent tip awl in order to push down on the ignition lock cylinder retainer.
12. Release the ignition lock cylinder to RUN.
13. Remove the ignition lock cylinder from the lock module.
Installation Procedure
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1. Disconnect the battery negative cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
2. Disable the SIR system. Refer to Disabling the SIR System in Air Bags and Seat Belts.
3. Remove the inflator module. Refer to Inflatable Restraint Steering Wheel Module Replacement in Air Bags and Seat Belts.
4. Remove the steering wheel. Refer to Steering Wheel Replacement.
5. Remove the tilt lever.
6. Remove ONLY the steering column LOWER shroud. Refer to Steering Column Trim Covers - Disassemble - Off Vehicle.
7. Remove the SIR coil. Refer to Inflatable Restraint Steering Wheel Module Coil Replacement in Air Bags and Seat Belts.
8. Remove the shaft lock shield and the turn signal cancel cam. Refer to Steering Column Tilt Head Housing - Disassemble - Off Vehicle
Steering Column Tilt Head Disassemble.
9. Remove the steering column upper shroud FASTENERS ONLY.
10. Remove the park lock cable from the lock module.
Important: The lock bolt has spring tension from the lock bolt spring. Hold the lock bolt while you remove the lock module.
11. Remove the lock module with the ignition switch, the theft deterrent module and the steering column upper shroud. Refer to Electronic
Column Lock Module - Disassemble - Off Vehicle.
12. Remove the lock module rear cover in order to gain access to the lock module sector gears.
Important: Make a mark (1) on both of the lock module sector gears in order to ensure proper sector gear timing after the lock module is
assembled.
14. Use a small burring tool in order to carefully remove the lock cylinder position tab.
15. Use a small flat-bladed tool in order to press and hold the lock cylinder retainer (1).
16. Remove the lock cylinder from the lock module.
17. Remove all of the metal shavings from the lock module.
18. Record the lock cylinder four-character key code (1) on the lock cylinder.
19. Cut a new key according to the four-character lock cylinder key code. Refer to Key and Lock Cylinder Coding.
20. Ensure that the new ignition key operates in all of the vehicle lock cylinders.
21. Code the NEW ignition lock cylinder according to the four-character lock cylinder key code. Refer to Key and Lock Cylinder Coding.
Installation Procedure
1. Align the marks (1) on the lock module sector gears and install the sector gears.
2. Ensure that the lock module is in the OFF/LOCK position.
3. Insert the ignition key into the NEW ignition lock cylinder.
4. Align the lock cylinder retaining tab and the position tab with the slots in the lock housing.
5. Push the lock cylinder into the lock housing completely.
6. Rotate the lock cylinder to ACC.
7. Ensure that the sector gear arrows point toward each other. If the sector gear arrows do not point toward each other, remove the sector gears
and install the sector gears properly.
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8. Install lock module rear cover.
9. Push the lock bolt completely into the into the tilt head and hold the lock bolt.
10. Install the lock module with the ignition switch, the theft deterrent module and the steering column upper shroud. Refer to Electronic Column
Lock Module - Assemble - Off Vehicle.
11. Install the park lock cable to the lock module.
12. Adjust the park lock cable.
13. Install the steering column lower shroud. Refer to Steering Column Trim Covers - Assemble - Off Vehicle.
14. Install the turn signal cancel cam and the shaft lock shield. Refer to Steering Column Tilt Head Housing - Assemble - Off Vehicle.
15. Install the SIR coil. Refer to Inflatable Restraint Steering Wheel Module Coil Replacement in Air Bags and Seat Belts.
16. Install the steering wheel. Refer to Steering Wheel Replacement.
17. Install the inflator module. Refer to Inflatable Restraint Steering Wheel Module Replacement in Air Bags and Seat Belts.
18. Enable the SIR system. Refer to Enabling the SIR System in Air Bags and Seat Belts.
19. Connect the battery negative cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
Ignition Switch
Removal Procedure
1. Disable the SIR system. Refer to Disabling the SIR System in Air Bags and Seat Belts.
2. Disconnect the battery negative cable from the battery. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and
Charging.
3. Remove the left side closeout insulator panel. Refer to Closeout/Insulator Panel Replacement - Left in Instrument Panel, Gauges and Wiring
Indicators.
4. Disconnect the steering column electrical connector from the vehicle.
5. Remove the steering column shrouds. Refer to Steering Column Trim Covers - Disassemble -Off Vehicle.
6. Remove the ignition lock cylinder. Refer to Ignition Lock Cylinder Replacement - On Vehicle (Cylinder Rotates) or Ignition Lock Cylinder
Replacement - On Vehicle (Unable to Rotate Cylinder).
7. Remove the ignition switch. Refer to Ignition and Key Alarm Switch Assembly - Disassemble - Off Vehicle.
Installation Procedure
1. Install the ignition switch. Refer to Ignition and Key Alarm Switch Assembly - Assemble - Off Vehicle.
2. Install the ignition lock cylinder. Refer to Ignition Lock Cylinder Replacement - On Vehicle (Cylinder Rotates) or Ignition Lock Cylinder
Replacement - On Vehicle (Unable to Rotate Cylinder).
3. Install the steering column shrouds. Refer to Steering Column Trim Covers - Assemble -Off Vehicle.
4. Connect the steering column electrical connector to the vehicle.
5. Install the left side closeout insulator panel. Refer to Closeout/Insulator Panel Replacement - Left in Instrument Panel, Gauges and Wiring
Indicators.
6. Connect the battery negative cable to the battery. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
7. Enable the SIR system. Refer to Enabling the SIR System in Air Bags and Seat Belts.
Linear Shift
Removal Procedure
1. Disable the SIR system. Refer to Disabling the SIR System in Air Bags and Seat Belts.
2. Remove the tilt lever. Refer to Tilt Lever Replacement - On Vehicle.
3. Remove the ignition lock cylinder. Refer to Ignition Lock Cylinder Replacement - On Vehicle (Cylinder Rotates) or Ignition Lock Cylinder
Replacement -On Vehicle (Unable to Rotate Cylinder).
4. Remove the steering column trim covers. Refer to Steering Column Trim Covers - Disassemble - Off Vehicle.
5. Remove the linear shift assembly. Refer to Linear Shift Assembly - Disassemble - Off Vehicle.
Installation Procedure
1. Install the linear shift assembly. Refer to Linear Shift Assembly - Assemble - Off Vehicle.
2. Install the steering column trim covers. Refer to Steering Column Trim Covers - Assemble - Off Vehicle.
3. Install the ignition lock cylinder. Refer to Ignition Lock Cylinder Replacement - On Vehicle (Cylinder Rotates) or Ignition Lock Cylinder
Replacement - On Vehicle (Unable to Rotate Cylinder).
4. Install the tilt lever. Refer to Tilt Lever Replacement - On Vehicle.
5. Enable the SIR system. Refer to Enabling the SIR System in Air Bags and Seat Belts.
Important: Lubricate all moving parts of the linear shift assembly with synthetic grease.
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1. Install the gearshift lever assembly support bracket and secure by using the 3 flat head 6-lobed socket tap screws.
- Tighten the screws to 10 Nm (89 inch lbs.).
2. Insert the cam bushing (2) into the cable shift cam assembly (1).
3. Install the cable shift cam assembly (1).
4. Install the hexagon flange head bolt.
- Tighten the screw to 18 Nm (14 ft. lbs.).
5. Install the park lock cable assembly and secure by using 2 oval head 6-lobed socket tap screws.
- Tighten the screws to 6.5 Nm (58 inch lbs.).
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9. Install the park lock cable assembly into the lock module assembly (1).
10. Place steering column lock cylinder set into the off position.
11. Place the shift lever clevis into the park position.
12. Press the locking tab on the end of the park lock cable assembly (1) into the slot in the lock module assembly.
13. Inspect the park lock cable assembly by performing the following steps.
13.1. Insert the key into the ignition switch.
13.2. Place the steering column lock cylinder set in the OFF or the LOCK position. The gear shift lever must remain locked in the park
position.
13.3. Place the steering column lock cylinder set in the RUN position.
13.4. Place the gear shift lever in the neutral position.
13.5. With the gear shift lever in the neutral position, the steering column lock cylinder set must remain out of the OFF or the LOCK
position.
13.6. Place the gear shift lever in the park position.
13.7. Put the steering column lock cylinder set in the OFF or the LOCK position.
13.8. Remove the key from the ignition switch.
14. Install the electrical BTSI actuator assembly. Refer to Automatic Transmission Shift Lock Control-Assemble - Off Vehicle.
Linear Shift - Disassemble
Disassembly Procedure
1. Remove the electrical BTSI actuator assembly. Refer to Automatic Transmission Shift Lock Control - Disassemble - Off Vehicle.
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2. Remove the park lock cable assembly (1) from the lock module assembly.
6. Remove the 2 oval head 6-lobed socket tapping screws from the shift gate.
10. Push the intermediate steering shaft (1) up in order to remove the intermediate steering shaft from the steering gear (2). If you are unable to
remove the intermediate shaft, perform the following steps:
10.1. Insert the tip of a large flat-bladed tool into the intermediate steering shaft end slot.
10.2. Twist the large flat-bladed tool in order to loosen the intermediate steering shaft.
11. Remove the intermediate steering shaft.
Installation Procedure
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1. Install the intermediate steering shaft through the intermediate steering shaft seal.
2. Install the intermediate steering shaft to the steering gear.
2. Disable the SIR system. Refer to Disabling the SIR System in Air Bags and Seat Belts.
3. Remove the inflatable restraint steering wheel module. Refer to Inflatable Restraint Steering Wheel Module Replacement in Air Bags and
Seat Belts.
4. Remove the steering wheel. Refer to Steering Wheel Replacement.
5. Remove the steering column shrouds. Refer to Steering Column Trim Covers - Disassemble -Off Vehicle.
6. Disconnect the steering column electrical connectors.
7. Remove the turn signal multifunction switch connectors from the steering column electrical connector.
8. Remove the turn signal multifunction switch. Refer to Turn Signal and Multifunction Switch Assembly - Disassemble - Off Vehicle.
Installation Procedure
1. Install the turn signal multifunction switch. Refer to Turn Signal and Multifunction Switch Assembly - Assemble - Off Vehicle.
2. Install the turn signal multifunction switch connectors to the steering column electrical connector.
3. Connect the steering column electrical connectors.
4. Install the steering column shrouds. Refer to Steering Column Trim Covers - Assemble -Off Vehicle.
5. Install the steering wheel. Refer to Steering Wheel Replacement.
6. Install the inflatable restraint steering wheel module. Refer to Inflatable Restraint Steering Wheel Module Replacement in Air Bags and Seat
Belts.
7. Enable the SIR system. Refer to Enabling the SIR System in Air Bags and Seat Belts.
8. Install the HEADLAMP circuit breaker.
Shift Lever
Removal Procedure
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Installation Procedure
1. Install the automatic transmission range selector lever.
1. Install the shift lever seal (2) onto the shift lever assembly (4).
2. Install the shift lever assembly (4) into the linear shift assembly and secure it with a shift lever screw (3).
- Tighten the screw to 20 Nm (27 ft. lbs.).
3. Install the upper and lower shrouds. Refer to Steering Column Trim Covers - Assemble -Off Vehicle.
Shift Lever - Disassemble
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Disassembly Procedure
1. Remove the upper and lower shrouds. Refer to Steering Column Trim Covers - Disassemble -Off Vehicle.
2. Remove the shift lever screw (3) from the shift lever assembly (4).
3. Remove the shift lever assembly (4).
4. Remove the shift lever seal (2).
2. If the front (5) of the SIR coil assembly has a centering window (4), and on the back side (2) a spring service lock (1), perform the following
steps:
2.1. Hold the coil assembly with the face up.
2.2. While depressing the spring service lock, rotate the coil hub clockwise until the coil ribbon stops.
2.3. Rotate the coil hub slowly, counter clockwise, until the centering window appears yellow and both arrows (3) line up.
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2.4. Release spring service lock between the locking tab. The SIR coil is now centered.
2.5. Align the centered SIR coil assembly with the horn tower and slide onto the steering shaft assembly.
3. If the front (4) of the SIR coil has a centering window (3) and no spring service lock on the back side (1), perform the following steps:
3.1. Hold the coil assembly with the face up.
3.2. Rotate the coil hub clockwise until the coil ribbon stops.
3.3. Rotate the coil hub slowly, counter clockwise until the centering window appears yellow and both arrows (2) line up. This is center
position.
3.4. While holding the coil hub in center position, align the SIR coil assembly with the horn tower and slide onto the steering shaft assembly.
4. If no centering window is present on the front side (3) of the SIR coil assembly, but a spring service lock (1) is on the back side (2), perform
the following steps:
4.1. Hold the SIR coil assembly with the back side up.
4.2. While depressing the spring service lock, rotate the coil hub counter clockwise until the coil ribbon stops.
4.3. Still pressing the spring service lock, rotate the coil hub in the opposite direction 2 1/2 revolutions.
4.4. Release the spring service lock between locking tabs. The SIR coil is now centered.
4.5. Align the centered SIR coil assembly with the horn tower and slide onto the steering shaft assembly.
5. For no centering window on the front side (2) of the SIR coil assembly and no spring service lock on the back side (1), perform the following
steps:
5.1. Hold the coil assembly with the face up.
5.2. Rotate the coil hub clockwise until the coil ribbon stops.
5.3. Rotate the coil hub, slowly, counter clockwise, for 2 1/2 revolutions. This is center position.
5.4. While maintaining the coil hub in center position, align the centered SIR coil assembly with the horn tower and slide onto the steering
shaft assembly.
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SIR Steering Wheel Module Coil - Disassemble
Disassembly Procedure
1. Remove the upper and lower shrouds. Refer to Steering Column Trim Covers - Disassemble - Off Vehicle.
2. Remove the wire harness assembly (4) from the wire harness strap (5).
3. Remove the wire harness straps (3) from the wire harness assembly (4).
4. Remove 1 wire harness strap (2) from the upper tilt head assembly (1).
1. Align the block tooth on the race and upper shaft assembly (1) to the 12 o' clock position.
2. Put the lock cylinder in the LOCK position and remove the key.
3. A new SIR coil assembly will be precentered.
4. If reusing the original SIR coil assembly refer to Inflatable Restraint Coil Centering - Off Vehicle (Column Shift And Floor Shift).
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5. Align the SIR coil assembly (2) with the horn tower sticking through the shaft lock shield assembly (1).
Important: The retaining ring (1) must seat securely on the groove of the race and upper shaft assembly (2).
8. Install the wire harness assembly (4) into the wire harness strap (5).
9. Install the wire harness straps (2) into the steering column tilt head assembly (1).
10. Install the wire harness straps (3) onto the wire harness assembly (4).
11. Install the upper and lower shrouds. Refer to
Steering Column Trim Covers - Assemble -Off Vehicle.
Steering Column
Removal Procedure
- Tools Required
- J 42640 Steering Column Anti-Rotation Pin
Important: If the inflatable restraint module is deployed, inspect the SIR coil. Replace the SIR coil if the SIR coil exhibits any signs of damage
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caused by excessive heat.
1. Disconnect the battery ground (negative) cable. Refer to Battery Negative Cable Disconnect/Connect Procedure in Starting and Charging.
2. Disable the SIR system. Refer to Disabling the SIR System in Air Bags and Seat Belts.
3. Remove the inflatable restraint steering wheel module. Refer to Inflatable Restraint Steering Wheel Module Replacement in Air Bags and
Seat Belts.
4. Remove the steering wheel. Refer to Steering Wheel Replacement
5. Remove the instrument panel left insulator. Refer to Closeout/Insulator Panel Replacement - Left in Instrument Panel, Gauges and Wiring
Indicators.
6. Push the top of the intermediate shaft seal down in order to access to the intermediate shaft coupling upper bolt.
7. Install the J 42640 to the steering column.
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.
8. Remove the steering intermediate shaft from the steering column. Refer to Lower/Upper Intermediate Steering Shaft Replacement Steering
Column- Tilt.
Installation Procedure
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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.
1. Remove the knee bolster. Refer to Knee Bolster Replacement in Instrument Panel, Gauges and Wiring Indicators.
2. Remove the steering column upper nut.
3. Remove the center console. Refer to Console Replacement - Front Floor in Instrument Panel, Gauges and Wiring Indicators.
4. Remove the anchor cable nut from the center console bracket.
5. Remove the anchor cable.
Installation Procedure
3. Install the anchor cable nut to the center console bracket stud.
- Tighten the steering column anchor nut to 10 Nm (114 ft. lbs.).
4. Install the steering column anchor cable end to the steering column stud.
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1. Disable the SIR system. Refer to Disabling the SIR System in Air Bags and Seat Belts.
2. Remove the tilt lever. Refer to Tilt Lever Replacement - On Vehicle.
3. Remove the ignition lock cylinder. Refer to Ignition Lock Cylinder Replacement - On Vehicle (Cylinder Rotates) or Ignition Lock Cylinder
Replacement On Vehicle (Unable to Rotate Cylinder).
4. Remove the steering column trim covers. Refer to Steering Column Trim Covers - Disassemble - Off Vehicle.
Installation Procedure
1. Install the steering column trim covers. Refer to Steering Column Trim Covers - Assemble - Off Vehicle.
2. Install the ignition lock cylinder. Refer to Ignition Lock Cylinder Replacement - On Vehicle (Cylinder Rotates) or Ignition Lock Cylinder
Replacement - On Vehicle (Unable to Rotate Cylinder).
3. Install the tilt lever. Refer to Tilt Lever Replacement - On Vehicle.
4. Enable the SIR system. Refer to Enabling the SIR System in Air Bags and Seat Belts.
- Tools Required
- J 41352 Modular Column Holding Fixture
4. Secure the upper shroud (2) using 1 TORX (R) head screw (1).
- Tighten the screw to 1.5 Nm (13 inch lbs.).
5. Install the lower shroud (2) and secure by using 2 pan head tapping screws (1). Adjust the shift lever seal into the shroud.
- Tighten the screws to 3.5 Nm (31 inch lbs.).
- Tools Required
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- J 41352 Modular Column Holding Fixture
5. Remove 2 pan head tapping screws (2) from the lower shroud (1).
6. Remove the lower shroud (1).
7. Remove 1 TORX (R) head screw (1) from the upper shroud (2).
8. Slide the shift lever seal up the shift lever.
9. Remove the upper shroud (2).
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10. Remove the shroud protector (1) from the lower shroud (2).
- Tools Required
- J 41688 Centering Sphere Installer Tool
Important: Replace the steering column support assembly (1) if the steering column support assembly (1) has been staked 3 times.
1. Install the steering column support assembly (1) to the jacket assembly.
5. Compress the centering sphere and joint preload spring with J 41688.
6. Install the race and upper shaft assembly. Rotate the race and upper shaft assembly 90 degrees and remove with the centering sphere.
11. Install the steering shaft assembly (2) into the steering column tilt head assembly (1).
12. Install the tilt head assembly (1) and the lower steering shaft (3) into the steering column jacket assembly (2).
Important: Replace the steering column support assembly if the steering column support assembly has been staked 3 times.
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13. Install the 2 pivot pins onto the steering column support assembly.
- Tools Required
- J 21854-1 Pivot Pin Remover
- J 41688 Centering Sphere Installer Tool
1. Remove the lock module assembly. Refer to Electronic Column Lock Module - Disassemble - Off Vehicle.
2. Remove the tilt spring. Refer to Tilt Spring - Disassemble - Off Vehicle.
3. Remove the turn signal and multifunction switch assembly. Refer to Turn Signal and Multifunction Switch Assembly - Disassemble - Off
Vehicle.
4. Remove the linear shift assembly. Refer to Linear Shift Assembly - Disassemble - Off Vehicle.
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12. Remove the tilt head assembly (1) from the steering column jacket (2) with the lower steering shaft (3) still attached.
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13. Remove the tilt head assembly (1) from the steering shaft assembly (2).
Important: Mark the upper shaft assembly and the lower steering shaft assembly to ensure proper assembly. Failure to assemble properly
will cause the steering wheel to be turned 180 degrees.
14. Tilt the upper shaft assembly (1) 90 degrees to the lower steering shaft assembly (2) and disengage.
Insert the race and upper shaft assembly (1) into J 41688.
21. Remove the 4 TORX (R) screws (2) from the steering column support assembly (1).
Steering Wheel
Removal Procedure
- Tools Required
- J 1859-A Steering Wheel Puller
- J 42578 Steering Wheel Puller Legs
2. Disable the SIR system. Refer to Disabling the SIR System in Air Bags and Seat Belts.
3. Remove the inflator module. Refer to Inflatable Restraint Steering Wheel Module Replacement in Air Bags and Seat Belts.
4. If there are no alignment mark on the steering wheel hub, scribe an alignment mark on the steering wheel hub in line with the mark on the
steering shaft.
5. Loosen the steering wheel nut.
6. Position the steering wheel nut flush with the end of the steering column shaft.
7. Loosen the steering wheel using the following tools.
- For Pontiac vehicles use the J 1859-A and the J 42578.
- For Chevrolet and Oldsmobile vehicles use the J 1859-A.
8. Disconnect the steering wheel controls electrical connector (if equipped).
9. Disconnect the horn switch lead from the steering hub.
10. Remove the steering wheel nut.
11. Remove the steering wheel from the steering shaft.
12. Remove the steering wheel controls and the steering wheel controls harness from the steering wheel (if equipped). Refer to Steering Wheel
Control Switches Replacement (Pontiac) or Steering Wheel Control Switches Replacement (Oldsmobile) in Accessories and Optional
Equipment.
Installation Procedure
1. Install the steering wheel controls and the steering wheel controls harness to the steering wheel (if equipped). Refer to Steering Wheel
Control Switches Replacement (Pontiac) or Steering Wheel Control Switches Replacement (Oldsmobile) in Accessories and Optional
Equipment.
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Important: This is a prevailing torque type fastener. This fastener may be reused ONLY if:
- The fastener and its counterpart are clean and free from rust
- The fastener develops 3 Nm (27 inch lbs.) of torque (drag) against its counterpart prior to the fastener seating.
If the fastener does not meet these criteria, REPLACE the fastener.
Important: The electrical contact on the turn signal and multifunction switch assembly must rest on the turn signal cancel cam assembly.
3. Slide the 2 connectors (2) of the turn signal and multifunction switch assembly onto the bulk head connector (1).
4. Install the wire harness assembly (4) into the wire harness strap (5).
5. Install the wire harness strap (2) into the steering column tilt head assembly (1).
6. Install the wire harness straps (3) onto the wire harness assembly (4).
7. Install the upper and lower shrouds. Refer to
Steering Column Trim Covers - Assemble -Off Vehicle.
2. Remove the wire harness assembly (4) from the wire harness strap (5).
3. Remove the wire harness straps (3) from the wire harness assembly (4).
4. Remove 1 wire harness strap (2) from the upper tilt head assembly (1).
5. Slide the 2 connectors of the turn signal and multifunction switch assembly (2) off of the bulk head connector (1).
Resistor type, tapered seat spark plugs are used on all engines. No gasket is used on these tapered seat plugs. When replacing spark plugs, use only
the type specified. Normal service is assumed to be a mixture of idling, slow speed, and high-speed driving. Occasional intermittent high-speed
driving is needed for good spark plug performance. Intermittent high-speed driving gives increased combustion heat, burning away carbon or
oxides that have built up from frequent idling, or continual stop-and-go driving.
Spark plugs are protected by insulating boots made of special heat-resistant materials, which cover the spark plug terminal and extend downward
over a portion of the plug insulator. These boots prevent flash-over, which causes engine misfiring. Do not mistake corona discharge for flash-over,
or a shorted insulator. Corona is a steady blue light appearing around the insulator, just above the shell crimp. It is the visible evidence of a
high-tension field and has no effect on ignition performance. Usually it can be detected only in darkness. This discharge may repel dust particles,
leaving a clear ring on the insulator just above the shell. This ring is sometimes mistakenly regarded as evidence that combustion gases have blown
out between the shell and the insulator.
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Spark Plug: Testing and Inspection
Follow the scheduled maintenance services recommendations to assure satisfactory spark plug performance. Refer to Maintenance Schedule in
Maintenance and Lubrication. Normal spark plug operation will result in brown to grayish-tan deposits appearing on the portion of the spark plug
that projects into the combustion chamber. A small amount of red-brown, yellow, and white powdery material may also be present on the insulator
tip around the center electrode. These deposits are normal combustion by-products of fuels and lubricating oils with additives. Some electrode wear
will also occur.
Engines which are not running properly are often referred to as misfiring. Spark plug misfiring can be indicated in a number of ways:
^ Poor fuel economy
^ Power loss Loss of speed
^ Hard starting
^ Poor engine performance
Flashover occurs when a damaged spark plug boot, along with dirt and moisture, permits the high voltage charge to short over the insulator to the
spark plug shell or the engine. Should misfiring occur before the recommended replacement interval, locate and correct the cause.
Carbon fouling of the spark plug is indicated by dry, black carbon (soot) deposits on the portion of the spark plug in the cylinder. Excessive idling
or slow speeds under light engine loads can keep the spark plug temperatures so low that these deposits are not burned off. Rich fuel mixtures or
poor ignition system output may also be the cause; refer to Symptoms in Computers and Control Systems 3.4L.
Oil fouling of the spark plug is indicated by wet oily deposits on the portion of the spark plug in the cylinder, usually with little electrode wear. This
may be caused by oil getting past worn piston rings or valve seals. This condition also may occur during break-in of new or newly overhauled
engines.
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Deposit fouling of the spark plug occurs when the normal red-brown, yellow or white deposits of combustion by-products become sufficient to
cause misfiring. In some cases, these deposits may melt and form a shiny glaze on the insulator around the center electrode. If the fouling is found
in only one or two cylinders, valve stem clearances or intake valve seals may be allowing excess lubricating oil to enter the cylinder, particularly if
the deposits are heavier on the side of the spark plug that was facing the intake valve.
Excessive gap means that the airspace between the center and side electrodes at the bottom of the spark plug is too wide for consistent spark plug
firing. This may be due to improper gap adjustment or to excessive wear of the electrodes. Check of the gap size and compare the gap measurement
to that specified for the vehicle. Refer to Spark Plug Usage. See: Starting and Charging/Testing and Inspection/Initial Inspection and Diagnostic
Overview/Usage Charts/Spark Plug Usage
Excessive gap wear can be an indication of continuous operation at high speeds or with high engine loads, causing the spark plug to run too hot.
Too small of a gap indicates the plug was damaged at the time of installation. Another possible cause is an excessively lean fuel mixture.
Low or high spark plug installation torque or improper seating of the spark plug can result in the spark plug running too hot and cause excessive
gap wear. The spark plug and cylinder head seats must be in good contact for proper heat transfer and spark plug cooling. Dirty or damaged threads
in the head or on the spark plug can keep the spark plug from seating even though the proper torque is applied. Once the spark plugs are properly
seated, tighten the spark plug to the proper torque. Refer to Spark Plug Usage. See: Starting and Charging/Testing and Inspection/Initial Inspection
and Diagnostic Overview/Usage Charts/Spark Plug Usage
Low torque may result in poor contact of seats due to a loose spark plug. Overtightening may cause the spark plug shell to be stretched and also
result in poor contact between seats. In extreme cases, exhaust blow-by and damage beyond simple gap wear may occur.
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Cracked or broken insulators may be the result of improper installation, damage during spark plug regapping, or heat shock to the insulator
material. Upper insulators can be broken when a poorly fitting tool is used during installation or removal, or when the spark plug is hit from the
outside. Cracks in the upper insulator may be inside the shell and not visible. Also, the breakage may not cause problems until oil or moisture
penetrates the crack later.
A broken or cracked lower insulator tip (around the center electrode) can result from damage during regapping or from heat shock ( spark plug
suddenly operating too hot).
Damage during regapping can happen if the gapping tool is pushed against the center electrode or the insulator around it, causing the insulator to
crack. When regapping a spark plug, make the adjustment by only bending the side electrode. Do not contact the other parts of the spark plug.
Heat shock breakage in the lower insulator tip generally occurs during severe engine operating conditions (high-speeds or heavy-loading) and may
be caused by over advanced timing or low grade fuels. Heat shock refers to a rapid increase in the tip temperature that causes the insulator material
to crack.
Spark plugs with less than the recommended amount of service can sometimes be cleaned and regapped, then returned to service. However, if there
is any doubt about the serviceability of a spark plug, replace it. Replace spark plugs with cracked or broken insulators. In some cases, such as
flashover, the ignition wire may need to be replaced.
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Spark Plug: Service and Repair
SPARK PLUG REMOVAL PROCEDURE
^ Tools Required
- J 41131 Engine Tilt Strap
1. Remove the throttle body air inlet duct. See: Fuel Delivery and Air Induction/Air Cleaner Housing/Air Filter Element/Service and Repair
2. Set the park brake.
3. Shift the transaxle into Neutral.
4. Remove the engine mount strut bolts. Swing the engine mount struts aside. Refer to Engine Mount Strut Replacement (Left) or Engine Mount
Strut Replacement (Right).
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.
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.
Tighten
Tighten the spark plug(s)
Initial Installation: 20 Nm (15 lb ft)
Reinstallation: 15 Nm (11 lb ft)
System Overview
The fuel tank stores the fuel supply. An electric fuel pump, located in the fuel tank within the modular fuel sender assembly, pumps fuel through an
in-line fuel filter to the fuel rail assembly. The pump provides fuel pressure greater than is needed by the injectors. The fuel pressure regulator
keeps fuel available to the injectors at a regulated pressure. A separate fuel pipe is used to return fuel to the fuel tank.
Fuel Level Sensor
The fuel sensor consists of the following components: float, the wire float arm, and the ceramic resistor card. The fuel level sensor is mounted on
the modular fuel sender Assembly and is used as an input to the PCM. The PCM uses this information as a fuel level input for various diagnosis. In
addition the PCM transmits the fuel level over the Class 2 communication circuit to the IP cluster. This information is used for the IP gauge, and
low fuel warning indicator if applicable.
Fuel Pressure Regulator Assembly
The fuel pressure regulator attaches to the fuel rail on the fuel return side. The fuel pressure is a diaphragm operated relief valve and is referenced
to manifold vacuum. If the fuel pressure is too low, poor performance could result. If the pressure is to high, excessive odor and a Diagnostic
Trouble Code (DTC) may result.
The fuel pump strainer attaches to the lower end of the modular fuel sender assembly. The fuel pump strainer is made of woven plastic. The
functions of the fuel pump strainer is to filter contaminants and to wick fuel. The life of the fuel pump strainer is generally considered to be that of
the fuel pump, 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, in which case the tank should be thoroughly cleaned and replace the plugged fuel pump strainer with a new one.
Fuel Tank Pressure Sensor
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The Fuel Tank Pressure (FTP) Sensor measures the difference between the air pressure (or vacuum) in the fuel tank and the outside air pressure.
The sensor mounts at the top of the fuel tank sending unit. The PCM supplies a 5 volt reference voltage and ground to the sensor. The sensor
provides a signal voltage between 0.1-4.9 voltsto the PCM. When the air pressure in the fuel tank is equal to the outside air pressure, such as when
the fuel fill cap is removed, the output voltage of the sensor will measure 1.3-1.7 volts.
When the air pressure in the tank is 4.5 inches H2O (1.25 kpa), the sensor output voltage should measure 0.5 ± 0.2 volts (1.25 kPa).
The sensor voltage increases to approximately 4.5 volts at 14 inches of H2O (-3.75 kPa).
The fuel feed pipe has a steel fuel filter installed ahead of the fuel injection system. The paper filter element (2) traps particles in the fuel that may
damage the injection system. The filter housing (1) is made to withstand maximum fuel system pressure, exposure to fuel additives, and changes in
temperature. The fuel filter has a quick-connect inlet fitting and a threaded outlet fitting. The threaded fitting is sealed with an O-ring. There is no
service interval for fuel filter replacement. Replace a restricted fuel filter.
Fuel Tank
Fuel Tank
The fuel tank (1) is located midway on the left inside of the vehicle and is used to store the fuel supply. The fuel tank is molded from high density
polyethylene and is held in place by three metal straps that secure it to the vehicle. The fuel tank shape includes a reservoir in order to maintain a
constant supply of fuel around the fuel pump strainer during low fuel conditions and aggressive vehicle maneuvers. A fuel tank filler pipe
check-valve tube is attached to the fuel tank and extends from the fuel tank inlet to the reservoir. The fuel tank filler pipe check-valve is located
inside the fuel tank filler pipe check-valve tube and prevents fuel from splashing back out of the fuel tank filler pipe during refueling.
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The tank also contains a fuel vapor vent valve with roll-over protection. The vent valve also features a two phase vent calibration which increases
fuel vapor flow to the canister when operating temperatures increase the tank pressure beyond an established threshold.
The fuel tank contains several rollover valves that prevents fuel from entering the fuel pipes in the event of a vehicle rollover. The rollover valves
are not repairable.
Fuel Tank Filler Pipe
In order to prevent refueling with leaded fuel, the fuel tank filler pipe (2) has a built-in restrictor and deflector. The fuel tank filler pipe is connected
to the fuel tank filler extension (1) by clamps.
The fuel tank filler pipe is equipped with a screw type fuel tank filler pipe cap. A built-in torque-limiting device prevents over tightening of the fuel
tank filler pipe cap. In order to install the fuel tank filler pipe cap, turn the fuel tank filler pipe cap clockwise until a clicking noises is heard. The
clicking noises signal that the correct torque has been reached and that the fuel tank filler pipe cap is fully seated. A fuel filler cap that is not fully
seated, may cause a malfunction in the emission system.
The Enhanced EVAP fuel tank pipe cap has a tether connected to the fuel filler door.
Modular Fuel Sender Assembly
The modular fuel sender assembly is attached to the top of the fuel tank, and extends from the top of the fuel tank to the reservoir.
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The modular fuel sender assembly consists of the following major components: fuel pump, a fuel sender strainer (3), a fuel pump strainer, a
roll-over valve (2), fuel level sensor (4), and a fuel tank pressure sensor.
Nylon Fuel Pipes
CAUTION: In order to Reduce the Risk of Fire and Personal Injury:
^ If nylon fuel pipes are nicked, scratched or damaged during installation, Do Not attempt to repair the sections of the nylon fuel pipes.
Replace them.
^ When installing new fuel pipes, Do Not hammer directly on the fuel harness body clips as it may damage the nylon pipes resulting in
a possible fuel leak.
^ Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures
higher than 115°C (239°F) for more than one hour, or more than 90°C (194°F) for any extended period.
^ 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.)
Nylon fuel pipes are designed to perform the same job as the steel or rubber fuel lines they replace. Nylon pipes are constructed to withstand
maximum fuel system pressure, exposure to fuel additives and changes in temperature. There are two sizes used: 3/8" ID for the fuel feed, and
5/16" ID for the fuel return and are used on the modular sender. Nylon fuel pipes are somewhat flexible and can be formed around gradual turns.
However, if forced into sharp bends, nylon pipes will kink and restrict fuel flow. Also, once exposed to fuel, nylon pipes may become stiffer and
are more likely to kink if bent too far. Special care should be taken when working on a vehicle with nylon pipes.
Quick Connect Fittings
Quick-connect type fittings provide a simplified means of installing and connecting fuel system components. Depending on the vehicle model, there
are two types of quick-connect fittings, each used at different locations in the fuel system. Each type of quick-connect fitting consists of a unique
female connector and a compatible male fuel pipe end. O-rings, located inside the female connector, provide the fuel seal. Integral locking tabs or
fingers hold the quick-connect fittings together.
Fuel Feed and Fuel Return Pipes
The fuel feed and fuel return pipes carry fuel from the modular fuel sender assembly to the fuel injection system and back to the modular fuel
sender assembly.
Fuel Pump
The fuel pump is mounted in the fuel reservoir within the modular fuel sender. The fuel pump is an electric high pressure pump. The fuel is pumped
to the fuel rail at a specified flow and pressure. Excess fuel returns to the fuel tank by a return pipe. The fuel pump delivers a constant flow of fuel
to the engine even during low fuel conditions and aggressive vehicle maneuvers. The electric fuel pump operation is controlled by the Powertrain
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Control Module (PCM) through a fuel pump relay. The fuel pump flex pipe acts to dampen the fuel pulses and noise generated by the fuel pump.
The fuel pump is serviced as part of the modular fuel sender.
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Fuel Delivery and Air Induction: Description and Operation
Fuel Metering
Purpose
The basic function of the air/fuel metering system is to control air/fuel delivery to the engine. The best air/fuel mixture to minimize exhaust
emissions is 14.7 to 1, which allows the catalytic converter to operate most efficiently. Fuel is delivered to the engine by individual fuel injectors
mounted in the intake manifold near each intake valve. The main control sensor is the Heated Oxygen Sensor (HO2S), located in the exhaust
manifold. The HO2S tells the Powertrain Control Module (PCM) how much oxygen is in the exhaust gas and the PCM changes the air/fuel ratio to
the engine by controlling the fuel injector on time. Because of the constant measuring and adjusting of the air/fuel ratio, the fuel injection system is
called a Closed Loop system.
Modes of Operation
The PCM monitors voltages from several sensors to determine the engine's fuel needs. Fuel is delivered under one of several conditions called
modes. All modes are controlled by the PCM and are described below.
Battery Voltage Correction Mode
When battery voltage is low, the PCM will compensate for the weak spark by:
^ Increasing the amount of fuel delivered.
^ Increasing the idle RPM.
^ Increasing ignition dwell time.
Catalytic Converter Protection Mode
The PCM constantly monitors engine operation and estimates conditions that could result in high catalytic converter temperatures. If the PCM
determines the catalytic converter may overheat, it causes the system to return to Open Loop operation and enriches the fuel mixture.
Clear Flood Mode
If the engine floods, clear it by pushing the accelerator pedal down all the way and then crank the engine. The PCM then de-energizes the fuel
injectors. The PCM holds the fuel injectors de-energized as long as the throttle remains above 80 percent and the engine speed is below 600-800
RPM. If the throttle position becomes less than 80 percent, the PCM again begins to pulse the fuel injectors ON and OFF, allowing fuel into the
cylinders.
Deceleration Mode
The PCM reduces the amount of fuel injected when it detects a decrease in throttle position and air flow. When deceleration is very fast, the PCM
may cut off fuel completely for short periods.
Fuel Cut Off Mode
The PCM has the ability to shut OFF the fuel injectors completely or selectively when certain conditions are met. This fuel shut off mode allows the
powertrain to protect itself from damage and also improve its driveability.
The PCM Will Disable the Injectors Under the Following Conditions
^ Ignition OFF (prevents engine run-on).
^ Ignition ON but no ignition reference signal (prevents flooding or backfiring).
^ High engine speed (above red line).
^ High vehicle speed (above rated tire speed).
^ Extended high speed closed throttle coastdown (reduce emissions and increases engine braking).
Fuel RPM Cut Off Ranges
IMPORTANT: These RPM cut off ranges may vary according to PCM calibration, axle ratio, tire size, and tire rating.
^ Park and neutral 6000 RPM.
^ Reverse 4000 RPM.
^ Drive 6000 RPM.
Run Mode
The run mode has two conditions called Open Loop and Closed Loop.
When the engine is first started and engine speed is above 400 RPM, the system is in Open Loop operation. In Open Loop the PCM ignores the
signal from the Heated Oxygen Sensor (HO2S), and calculates the air/fuel ratio based on inputs from the TP, ECT, and MAF sensors.
The system remains in Open Loop until the following conditions are met:
1. The HO2S has a varying voltage output showing that it is hot enough to operate properly (this depends on temperature).
2. The ECT has reached a specified temperature.
3. A specific amount of time has elapsed since starting the engine.
The specific values for the above conditions vary with different engines. When these conditions are met, the system enters Closed Loop operation.
In Closed Loop the PCM changes fuel injector on-time based on the signal from the HO2S. This allows the air/fuel ratio to stay very close to 14.7:1
.
Starting Mode
When the ignition is first turned ON the PCM energizes the fuel pump relay for two seconds, allowing the fuel pump to build up pressure. The
PCM then checks the Engine Coolant Temperature (ECT sensor and the Throttle Position (TP) sensor. During cranking, the PCM checks the
crankshaft position signal in order to determine the proper air/fuel ratio for starting. The PCM controls the amount of fuel delivered in the starting
mode by changing how long the fuel injectors are energized. This is done by pulsing the fuel injectors for very short times.
Acceleration Mode
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The PCM provides extra fuel when it detects a rapid increase in throttle position and air flow.
Accelerator Controls
The accelerator control system is cable-type. There are no linkage adjustments. Therefore, the specific accelerator control cable must be used.
Fuel Injector
The MULTEC 2 MPFI fuel injector assembly is a solenoid operated device, Controlled by an on-board computer called the Powertrain Control
Module (PCM), that meters fuel to a single engine cylinder. The PCM energizes the high-impedance (12.0 ohms) solenoid (2) to open a normally
closed ball valve (3). This allows fuel to flow into the top of the injector (1), past the ball valve, and through a director plate at the injector outlet.
The director plate has precision holes that control 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.
The eight digit part number (2) is identified on the fuel injector body (1). A four digit number build date code is located to the far left of the part
number.
Fuel Pressure Regulator
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The fuel pressure regulator is a diaphragm-operated relief valve with fuel pump pressure on one side and manifold pressure on the other. The
function of the fuel pressure regulator is to maintain the fuel pressure available to the fuel injectors at 3 times barometric pressure, adjusted for
engine load.
The fuel pressure regulator is mounted on the fuel rail and may be serviced separately.
If the fuel pressure is too low, poor performance and DTC P0171 could result. If the pressure is too high, excessive odor and/or DTC P0172 may
result. Refer to Fuel System Pressure Test.
Fuel Rail
The fuel rail assembly is made up of the left hand rail (5), which delivers fuel to the even cylinders (2,4,6) the right hand rail (1), which delivers
fuel to the odd cylinders (1,3,5) the fuel injectors (4), and the fuel pressure regulator assembly (3) which are mounted to the lower section of the
intake manifold and distributes fuel to the cylinders through the individual injectors.
Fuel is delivered to the fuel inlet tube (2) of the fuel rail by the fuel pipes. The fuel then goes through the fuel rail to the fuel pressure regulator. The
fuel pressure regulator maintains a constant fuel pressure at the fuel injectors. Remaining fuel is then returned to the fuel tank.
Idle Air Control (IAC) Valve
The purpose of the Idle Air Control (IAC) valve is to control engine idle speed, while preventing stalls due to changes in engine load. The IAC
valve, mounted in the throttle body, controls bypass air around the throttle plate. By moving a conical valve, known as a pintle, in (to decrease air
flow) or out (to increase air flow), a controlled amount of air can move around the throttle plate. If RPM is too low, the PCM will retract the IAC
pintle, resulting in more air being bypassed around the throttle plate to increase RPM. If RPM is too high, the PCM will extend the IAC pintle,
allowing less air to be bypassed around the throttle plate, decreasing RPM.
During idle, the proper position of the IAC pintle is calculated by the PCM based on battery voltage, coolant temperature, engine load, and engine
RPM. If the RPM drops below a specified value, and the throttle plate is closed (TP sensor voltage is between 0.20-0.74), the PCM senses a near
stall condition. The PCM will then calculate a new IAC pintle position to prevent stalls.
If the IAC valve is disconnected and reconnected with the engine running, the idle RPM will be wrong. In this case, the IAC has to be reset.
When servicing the IAC, it should only be disconnected or connected with the ignition OFF in order to keep from having to reset the IAC.
The position of the IAC pintle affects engine start up and the idle characteristics of the vehicle. If the IAC pintle is open fully, too much air will be
allowed into the manifold. This results in high idle speed, along with possible hard starting and a lean air/fuel ratio. DTC P0507 may set. If the IAC
pintle is stuck closed, too little air will be allowed in the manifold. This results in a low idle speed, along with possible hard starting and a rich
air/fuel ratio. DTC P0506 may set. If the IAC pintle is stuck part way open, the idle may be high or low and will not respond to changes in engine
load.
Mass Air Flow (MAF) Sensor
The MAF sensor is attached to the front (air inlet side) of the throttle body and is used to measure the amount of air entering the engine. The PCM
uses this information to determine the operating condition of the engine and to control fuel delivery. For further information, refer to In formation
Sensors/Switches Description.
Throttle Body Unit
The throttle body has a throttle plate to control the amount of air delivered to the engine. The TP sensor (2), and IAC sensor (1) are also mounted
on the throttle body.
Vacuum ports located behind the throttle plate provide the vacuum signals needed by various components.
Throttle Position (TP) Sensor
The nonadjustable TP sensor is mounted on the side of the throttle body opposite the throttle lever. It senses the throttle valve angle and relays that
information to the PCM. Knowledge of the throttle angle is needed by the PCM to generate the required injector control signals (pulse). For further
information, Refer to Information Sensors/Switches Description.
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Fuel Delivery and Air Induction: Component Tests and General Diagnostics
Schematic
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CIRCUIT DESCRIPTION
When the ignition switch is first turned on, the PCM energizes the fuel pump relay which applies power to the in-tank fuel pump. The fuel pump
relay will remain on as long as the engine is running or cranking and the PCM is receiving reference pulses. If no reference pulses are present,
the PCM de-energizes the fuel pump relay within 2 seconds after the ignition is turned on or the engine is stopped.
The fuel pump delivers fuel to the fuel rail and injectors, then to the fuel pressure regulator. The fuel pressure regulator controls fuel pressure by
allowing excess fuel to be returned to the fuel tank.
DIAGNOSTIC AIDS
Inspect for the following:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the Diagnostic Table:
2. Command both the ON and OFF states. Repeat the commands as necessary.
3. This step determines if the condition is located on the coil side or the switch side of the circuit.
4. This step verifies that the PCM is providing voltage to the fuel pump relay.
5. This step tests for an open in the fuel pump relay ground circuit.
6. This step determines if a voltage is constantly being applied to the fuel pump relay.
12. This tests for a grounded circuit between the in-line connector and the fuel pump fuse.
15. This step jumps the fuel pump relay in order to activate the fuel pump.
16. This step tests for an open in the fuel pump feed circuit between the in-line connector and the fuel pump relay.
17. This step tests for an open or high resistance in the fuel pump ground circuit.
20. This step determines if the condition with the circuit is intermittent. If the fuse does not open, inspect the supply voltage circuit between the
fuse and the fuel pump for an intermittent condition.
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel pressure is not within specifications vehicle
drivability may be affected or emission levels elevated.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table.
2. Tests the fuel systems ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas.
8. Tests the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel pump several times to achieve the
pressure range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean condition. A lean condition can cause a loss of
power, surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs, the oxygen sensors may drop
below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low (high vacuum). This low pressure (high vacuum) is applied to the fuel pressure
regulator diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the pressure changes, but the fuel pressure
at idle should always be less than the fuel pressure noted in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel pressure regulator. A rich condition may cause a
DTC P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard starting (followed by black
smoke) and a strong sulfur smell in the exhaust.
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Fuel Pressure Release: Service and Repair
RELIEF PROCEDURE
TOOLS REQUIRED
^ J34730-1A Fuel Pressure Gauge
^ J 34730-262 Fuel Pressure Gauge Fitting
IMPORTANT: Mount the fuel pressure gauge fitting above the belt to avoid contact with the belt.
2. Install the J 34730-262 Fuel Pressure Gauge Fitting adaptor to the fuel pressure connection.
3. Connect Fuel Pressure Gauge J34730-1A to the fuel adaptor pressure fitting. Wrap a shop towel around the fuel pressure connection while
connecting the fuel pressure gauge in order to avoid spillage.
4. Install the bleed hose into an approved container and open the valve to bleed the system pressure. The fuel connections are now safe for
servicing.
5. Drain any fuel remaining in the fuel pressure gauge into an approved container.
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Accelerator Pedal: Service and Repair
REMOVAL PROCEDURE
1. Remove the left instrument panel sound insulator.
2. Disconnect the accelerator cable from accelerator pedal.
3. Remove the bolts and studs holding the accelerator pedal to the bulk head.
4. Remove the accelerator pedal.
INSTALLATION PROCEDURE
1. Position the accelerator pedal to the bulkhead.
Tighten
Tighten the bolts and studs to 3.0 N.m (27 lb in).
9. Unsnap the latch on the upper cover and remove the cover.
10. Carefully remove the PCM leaving the 2 harnesses connected and set aside.
11. Remove the 2 bolts (2) from the air cleaner assembly and remove the housing.
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INSTALLATION PROCEDURE
5. Install the air cleaner element (3) and air cleaner cover (2) and snap them in place.
6. Install the air inlet duct/Map sensor assembly (1) and tighten the 2 clamps.
7. Connect the MAF sensor electrical connector.
8. Position the support brace and install the 3 bolts.
9. Install the coolant tank and Install the retaining bolt.
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Air Filter Element: Service and Repair
REMOVAL PROCEDURE
1. Disconnect the MAF sensor electrical connector.
2. Loosen the air intake duct/MAF sensor hose clamps.
3. Remove the air intake duct/MAF sensor assembly (1).
4. Unsnap the 2 housing cover retaining clamps.
5. Remove the air cleaner cover (2) and carefully remove the air filter element (3).
6. Inspect the housing cover, seal assembly, and air ducting for damage. If a problem is found, replace as necessary.
INSTALLATION PROCEDURE
1. Carefully install the air filter element (3) into the air cleaner assembly.
2. Install the housing cover (2)and snap the retaining clamps in place.
3. Install the air intake duct/MAF sensor assembly (1).
4. Tighten the air intake duct/MAF sensor hose clamps.
5. Connect the MAF sensor electrical connector.
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Mass Air Flow (MAF) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Turn OFF the ignition.
2. Loosen both clamps on the MAF sensor (1).
3. Remove the air inlet duct from the MAF sensor.
4. Remove the MAF sensor from air filter housing.
INSTALLATION PROCEDURE
1. Carefully install MAP sensor (1) to air inlet grommet.
2. Attach the MAF sensor (1) to air inlet duct and install the air inlet duct.
3. Tighten the MAP sensor clamps.
4. Connect the MAP sensor electrical connector.
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Fillpipe Restrictor: Description and Operation
Fuel Tank Filler Pipe
In order to prevent refueling with leaded fuel, the fuel tank filler pipe (2) has a built-in restrictor and deflector. The fuel tank filler pipe is connected
to the fuel tank filler extension (1) by clamps.
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Fillpipe Restrictor: Description and Operation
Fuel Tank Filler Pipe Cap
NOTE: Use a fuel tank filler pipe cap with the same features when a replacement is necessary. Failure to use the correct fuel tank filler pipe cap
can result in a serious malfunction of the fuel system.
The fuel tank filler pipe is equipped with a screw type fuel tank filler pipe cap. A built-in torque-limiting device prevents over tightening of the fuel
tank filler pipe cap. In order to install the fuel tank filler pipe cap, turn the fuel tank filler pipe cap clockwise until a clicking noises is heard. The
clicking noises signal that the correct torque has been reached and that the fuel tank filler pipe cap is fully seated. A fuel filler cap that is not fully
seated, may cause a malfunction in the emission system.
The Enhanced EVAP fuel tank pipe cap has a tether connected to the fuel filler door.
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Fuel Filter: Service and Repair
REMOVAL PROCEDURE
IMPORTANT: There is no service interval for in-pipe fuel filter replacement. Only replace the in-pipe fuel filter if it is restricted.
1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure.
2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Service Precautions.
3. Remove the quick-connect fitting at the inlet of the in-pipe fuel filter.
4. Remove the quick-connect fitting at the outlet of the in-pipe fuel filter.
5. Drain any remaining fuel into an approved gasoline container.
6. Remove the in-pipe fuel filter mounting bracket attaching nut.
7. Remove the in-pipe fuel filter and mounting bracket.
8. Remove the in-pipe fuel filter from the in-pipe fuel filter mounting bracket.
INSTALLATION PROCEDURE
1. Remove the protective caps from the new in-pipe fuel filter.
2. Install the in-pipe fuel filter into the in-pipe fuel filter mounting bracket.
3. Install the in-pipe fuel filter and mounting bracket.
Tighten
Tighten the nut to 10 N.m (89 lb in).
5. Connect the quick-connect fitting at the inlet of the in-pipe fuel filter.
6. Connect the quick-connect fitting at the outlet of the in-pipe fuel filter.
7. Lower the vehicle.
8. Tighten the fuel fill cap.
9. Reconnect the negative battery cable.
10. Inspect for fuel leaks.
10.1. Turn the ignition switch ON for 2 seconds.
10.2. Turn the ignition switch OFF for 10 seconds.
10.3. Turn the ignition switch ON.
10.4. Check for fuel leaks.
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Fuel Filter: Description and Operation
The fuel feed pipe has a steel fuel filter installed ahead of the fuel injection system. The paper filter element (2) traps particles in the fuel that may
damage the injection system. The filter housing (1) is made to withstand maximum fuel system pressure, exposure to fuel additives, and changes in
temperature. The fuel filter has a quick-connect inlet fitting and a threaded outlet fitting. The threaded fitting is sealed with an O-ring. There is no
service interval for fuel filter replacement. Replace a restricted fuel filter.
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Fuel Injector: Description and Operation
The MULTEC 2 MPFI fuel injector assembly is a solenoid operated device, Controlled by an on-board computer called the Powertrain Control
Module (PCM), that meters fuel to a single engine cylinder. The PCM energizes the high-impedance (12.0 ohms) solenoid (2) to open a normally
closed ball valve (3). This allows fuel to flow into the top of the injector (1), past the ball valve, and through a director plate at the injector outlet.
The director plate has precision holes that control 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.
The eight digit part number (2) is identified on the fuel injector body (1). A four digit number build date code is located to the far left of the part
number.
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Fuel Injector: Service and Repair
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: Important the fuel injector is serviced as a complete assembly only. If the fuel injectors are found to be leaking, the engine oil
may be contaminated with fuel.
INSTALLATION PROCEDURE
IMPORTANT: Important each fuel injector is calibrated for a specific flow rate. Be sure to use the correct part number when ordering
replacement fuel injectors. When replacing the fuel injector O-rings, be sure to install the brown O-ring in the lower position. The fuel injector
lower O-ring uses a nylon collar, called the O-ring backup, to properly position the O-ring on the fuel injector. Be sure to Install the O-ring
backup, or the sealing O-ring may move on the fuel injector when installing the fuel rail. If the sealing O-ring is not seated properly, a vacuum
leak is possible and driveability complaints may occur.
TOOLS REQUIRED
J 37088-A Fuel Line Quick-Connect Separator
CAUTION:
^ Wear safety glasses when using compressed air, as flying dirt particles may cause eye injury.
^ Relieve the fuel system pressure before servicing fuel system components in order to reduce the risk of fire and personal injury.
After relieving the system pressure, a small amount of fuel may be released when servicing the fuel lines or connections. In order to
reduce the chance of personal injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will
catch any fuel that may leak out. Place the towel in an approved container when the disconnection is complete.
NOTE:
^ Before attempting any On-Vehicle Service, place a dry chemical (Class B) fire extinguisher near work area.
^ 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.
1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure.
2. Grasp both sides of the fitting. Twist the female connector 1/4 turn in each direction to loosen any dirt within the fitting.
3. Used compressed air in order to blow any dirt out of the fining.
4. Choose the correct tool from J 37088-A Tool Set for the size of the fitting. Insert the tool into the female connector and push inward in order
to release the locking tabs.
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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 ensure the connection is secure.
4. Tighten the fuel filler cap.
5. Reconnect the negative battery cable.
6. Inspect for leaks.
6.1. Turn the ignition switch ON for 2 seconds.
6.2. Turn the ignition switch OFF for 10 seconds.
6.3. Turn the ignition switch ON.
6.4. Inspect for fuel leaks.
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Fuel Line Coupler: Service and Repair
Plastic Collar
REMOVAL PROCEDURE
CAUTION:
^ Relieve the fuel system pressure before servicing fuel system components in order to reduce the risk of fire and personal injury.
After relieving the system pressure, a small amount of fuel may be released when servicing the fuel lines or connections. In order to
reduce the chance of personal injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will
catch any fuel that may leak out. Place the towel in an approved container when the disconnection is complete.
^ Wear safety glasses when using compressed air, as flying dirt particles may cause eye injury.
NOTE:
^ Before attempting any On-Vehicle Service, place a dry chemical (Class B) fire extinguisher near work area.
^ 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.
1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure.
2. Grasp both sides of the quick-connect fitting. Twist the quick-connect fitting 1/4 turn in each direction in order to loosen any dirt within the
fitting.
3. Repeat the procedure for the other fuel pipe fitting.
4. Use compressed air at both ends of the fitting in order to blow any dirt from the quick-connect fittings.
6. Pull the connection apart. Repeat the procedure for the other fitting.
7. Use a clean shop towel in order to wipe off the male pipe end.
8. Clean or replace the components/assemblies as required.
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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.
2. Push both sides of the quick-connect fitting together in order to cause the retaining tabs/fingers to make sure snap into place.
3. Pull on both sides of the quick connect fitting in order to make sure the connection is secure.
4. Tighten the fuel filler cap.
5. Reconnect negative battery cable.
6. Inspect for fuel leaks.
6.1. Turn the ignition switch ON for 2 seconds.
6.2. Turn the ignition switch OFF for 10 seconds.
6.3. Turn the ignition switch ON.
6.4. Check for leaks.
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Fuel Pressure Regulator: Service and Repair
REMOVAL PROCEDURE
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure.
2. Disconnect the fuel pressure regulator vacuum line.
3. Remove the fuel pressure regulator retaining screw.
4. Using a shop towel to catch any spilled fuel, lift and twist the fuel pressure regulator in order to remove the fuel pressure regulator from the
fuel rail.
5. Remove the retainer and spacer bracket from rail and discard.
6. Remove the fuel pressure regulator from the engine fuel return pipe.
7. Remove the fuel pressure regulator inlet O-ring and discard.
INSTALLATION PROCEDURE
CAUTION: Connect the fuel return line before tightening the regulator attaching screw in order to prevent the regulator from rotating.
Rotation of the regulator could damage the retainer and spacer bracket and lead to a fuel leak at the regulator inlet.
NOTE
^ Do not use compressed air in order to test or clean a fuel pressure regulator as damage to the fuel pressure regulator may result.
^ Clean the fuel pressure regulator filter screen with gasoline if necessary.
^ Do not immerse the fuel pressure regulator in a solvent bath in order to prevent damage to the fuel pressure regulator.
1. Check the filter screen for contamination. If contaminated, replace the fuel pressure regulator.
2. Lubricate new pressure regulator inlet O-ring with clean engine oil and install on regulator inlet.
3. Install the fuel return pipe to regulator.
4. Install the new retainer and spacer bracket into slot on fuel rail.
5. Install the pressure regulator to fuel rail.
Tighten
Tighten engine fuel return pipe nut to 17 N.m (13 lb ft).
Tighten
Tighten pressure regulator attaching screw to 8.5 N.m (76 lb in).
Tighten
Tighten fuel return pipe nut to 17 N.m (13 lb ft).
9. Inspect and verity that retainer and spacer bracket is engaged in slots in fuel rail. Grasp and pull on regulator to ensure that it is properly
seated.
10. Install the fuel filler cap.
11. Inspect for fuel leaks using the following procedure:
11.1. Turn ON the ignition, for 2 seconds.
11.2. Turn OFF the ignition, for 10 seconds.
11.3. Turn ON the ignition.
11.4. Inspect for fuel leaks.
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Fuel Pump Pickup Filter: Service and Repair
REMOVAL PROCEDURE
3. Support the reservoir with one hand and grasp the strainer with the other hand.
4. Use a screwdriver to pry the strainer ferrule off the reservoir.
5. Discard the strainer.
INSTALLATION PROCEDURE
An eight digit identification number is stamped on the left hand fuel rail (fueling even cylinders 2,4,6). Refer to this number it servicing or part
replacement is required.
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.
IMPORTANT: Important when servicing the fuel rail assembly, precautions must be taken to prevent dirt and other contaminants from entering
the fuel passages. It is recommended that the fittings be capped, and the holes be plugged during servicing.
4. Disconnect the engine fuel return pipe at the fuel pressure regulator.
5. Remove the fuel feed pipe and fuel return pipe O-rings and discard.
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8. Depress the lock tab (1) and lift the connector from the injector.
9. Remove the injector electrical harness from the fuel rail.
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10. Disconnect the coolant temperature sensor electrical connector.
INSTALLATION PROCEDURE
NOTE
^ Use care when servicing the fuel system components, especially the fuel injector electrical connectors, the fuel injector tips, the injector
O-rings. Plug the inlet and the outlet ports of the fuel rail in order to prevent contamination.
^ Do not use the 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. Install The fuel rail assembly into the intake manifold. Tilt rail assembly to install injectors.
Tighten
Tighten the fuel rail attaching bolt to 10 N.m (7 lb ft).
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8. Install the new O-rings on fuel feed pipe and fuel return pipe.
9. Install the fuel feed pipe at the fuel rail.
Tighten
Tighten the fuel feed pipe nut to 17 N.m (13 lb ft).
10. Connect the fuel return pipe at the fuel pressure regulator.
Tighten
Tighten the fuel return pipe nut to 17 N.m (13 lb ft).
NOTE: Do not attempt to straighten any kinked nylon fuel lines. Replace any kinked nylon fuel feed or return pipes in order to prevent damage
to the vehicle.
REMOVAL PROCEDURE
1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure.
2. Drain the fuel tank. Refer to Fuel Tank Draining Procedure.
3. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in general information.
4. Remove the quick-connect fittings on the fuel feed and return pipes at the in-pipe fuel filter.
5. Cap the fuel sender fuel pipes and the in-pipe fuel filter pipes as needed to stop any fuel leakage.
6. Remove the fuel tank.
7. Remove the fuel feed and fuel return pipe attaching hardware.
8. Remove the fuel feed and fuel return pipes from the fuel tank.
9. Note the position of the fuel feed and return pipes and attaching hardware for installation.
INSTALLATION PROCEDURE
CAUTION: In order to Reduce the Risk Of Fire and Personal Injury: If nylon fuel pipes are nicked, scratched or damaged during
installation, they must be replaced.
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1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure.
2. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Service Precautions.
3. Disconnect the fuel feed and return pipe quick-connect fittings at the front frame rail.
4. Disconnect the fuel feed and return pipe quick-connect fittings at the out let side of the fuel filter.
5. Cap the in-pipe fuel filter pipes, and the engine fuel feed pipe, and engine fuel return pipe as needed to stop any fuel leakage.
6. Remove the fuel feed and return pipes.
7. Note the position of the fuel pipes for installation.
INSTALLATION PROCEDURE
5. Connect the fuel feed and return pipe quick-connect fittings at the front frame rail.
6. Lower the vehicle.
7. Tighten the fuel fill cap.
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8. Inspect for fuel leaks.
8.1. Turn the ignition switch ON for 2 seconds.
8.2. Turn the ignition switch OFF for 10 seconds.
8.3. Turn the ignition switch ON.
8.4. Check for fuel leaks.
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Fuel Supply Line: Service and Repair
Engine Compartment (Engine Pipes)
REMOVAL PROCEDURE
TOOLS REQUIRED
J 37088-A Fuel Pipe Quick-Connect Separator
NOTE: Do not attempt to repair the engine fuel feed pipe or the engine fuel return pipe. Replace a damaged engine fuel feed pipe or the engine
fuel return pipe.
1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure.
2. Clean all engine fuel pipe connections and areas surrounding the engine fuel pipe connections before disconnecting the engine fuel pipe
connections to avoid possible contamination of the fuel system.
3. Disconnect the quick-connect fittings in the engine compartment.
4. Plug the chassis fuel feed pipe and the chassis fuel return pipe as required.
5. Remove the upper intake manifold assembly.
6. Disconnect the engine fuel return pipe from the fuel pressure regulator. Discard the O-ring.
7. Disconnect the engine fuel feed pipe from the fuel rail. Discard the O-ring.
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INSTALLATION PROCEDURE
1. Lubricate the new O-ring with clean engine oil, then connect the O-ring and the engine fuel return pipe to the fuel pressure regulator.
2. Lubricate the new O-ring with clean engine oil, then connect the O-ring and the engine fuel feed pipe to the fuel rail.
Tighten
Tighten the engine fuel pipe fittings to 17 N.m (13 lb ft).
TOOLS REQUIRED
J 37088-A Fuel Pipe Quick-Connect Separator
NOTE: Do not attempt to straighten any kinked nylon fuel lines. Replace any kinked nylon fuel feed or return pipes in order to prevent damage
to the vehicle.
1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure.
IMPORTANT: Clean all engine fuel pipe connections and areas surrounding the engine fuel pipe connections before disconnecting the engine
fuel pipe connections to avoid possible contamination of the fuel system.
6. Remove the fuel feed and fuel return pipe attaching hardware and the fuel feed and fuel return pipes.
7. Note the position of the fuel feed and return pipes and the fuel feed and return pipe attaching hardware for installation.
8. Inspect the pipes for bends, kinks and cracks.
9. Replace the fuel pipes if necessary.
INSTALLATION PROCEDURE
CAUTION: In order to Reduce the Risk of Fire and Personal Injury: If nylon fuel pipes are nicked, scratched or damaged during
installation, they must be replaced.
1. Install the new fuel feed and return pipes and the fuel pipe attaching hardware as noted during removal.
2. Remove the caps from the fuel feed pipe and the fuel return pipe.
3. Install new plastic connector retainers on the fuel pipes.
4. Connect the quick-connect fitting at the front frame rail. Quick Connect Fitting(s) Service (Metal Collar)
5. Lower the vehicle.
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IMPORTANT: It may be necessary to partially lower the fuel tank to inspect the top of the fuel tank and fuel sender assembly O-ring. Refer to
Fuel Tank Replacement.
6. With the J 41416 ultrasonic leak detector, test for leaks in the fuel tank and EVAP pipes.
7. Visually inspect for fuel leaking from the fuel tank.
8. If a leak is detected refer to the following component replacements:
^ Fuel tank leak, refer to Fuel Tank Replacement.
^ Fuel sender O-ring or fuel sender leak, refer to Fuel Sender Assembly Replacement.
^ Fuel or EVAP pipe leak, refer to Fuel Hose/Pipes Replacement (Filter to Tank) in Fuel Supply Line or Fuel Return Line.
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Fuel Tank: Removal and Replacement
REMOVAL PROCEDURE
NOTE: Do not attempt to straighten any kinked nylon fuel lines. Replace any kinked nylon fuel feed or return pipes in order to prevent damage
to the vehicle.
IMPORTANT: Do not attempt to repair sections of nylon fuel pipes. If the nylon fuel pipes are damaged, replace the pipes.
1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure.
2. Drain the fuel tank. Refer to Fuel Tank Draining Procedure.
3. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Service Precautions.
4. Disconnect the quick-connect fitting at the inlet side of the in-pipe fuel filter.
5. Disconnect the quick-connect fitting on the fuel return pipe, near the fuel filter.
6. Disconnect the fuel tank EVAP pipe quick-connect fitting at the EVAP pipe canister.
7. Remove the EVAP fuel filler pipe from the side of the fuel tank.
12. With the aid of an assistant, support the fuel tank and remove the fuel tank strap attaching bolts.
13. Disconnect the fuel sender electrical connector.
14. Disconnect the fuel tank pressure sensor electrical connector.
15. Remove the fuel tank from the vehicle and place the fuel tank in a suitable work area.
16. If the fuel tank is not being replaced, go to the Installation Procedure.
17. Disconnect the fuel feed and return pipe quick-connect fittings.
18. Remove the fuel feed pipe.
19. Remove the fuel return pipe.
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INSTALLATION PROCEDURE
6. With the aid of an assistant, position and support the fuel tank.
7. Connect the fuel sender electrical connector and the fuel sender retaining clips.
8. Connect the fuel tank pressure sensor electrical connector.
Tighten
Tighten the fuel tank retaining strap bolts to 47.5 N.m (35 lb ft).
10. Connect the fuel tank filler vent hose to the fuel tank.
Tighten
Tighten the fuel tank filler vent hose clamp to 2.5 N.m (22 lb in).
11. Connect the fuel tank filler pipe to the fuel tank.
Tighten
Tighten the fuel tank filler pipe hose clamp to 2.5 N.m (22 lb in).
12. Connect the fuel feed pipe quick-connect fitting at the inlet side of the fuel filter.
13. Connect the fuel return pipe quick-connect fitting near the fuel filter.
14. Connect the EVAP fuel filler pipe to the side of the fuel tank.
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15. Connect the fuel tank EVAP pipe quick-connect fitting at the EVAP canister.
REMOVAL PROCEDURE
1. Relieve fuel system pressure. Refer to Fuel Pressure Relief Procedure.
2. Drain fuel tank. Refer to Fuel Tank Draining Procedure.
3. Remove the fuel tank.
4. Remove the fuel sender assembly.
5. Remove the fuel level sensor (5) from the modular fuel sender.
INSTALLATION PROCEDURE
1. Install the fuel level sensor (5) to the modular fuel sender.
2. Install the fuel sender assembly.
3. Install the fuel tank.
4. Lower the vehicle.
5. Add fuel and Install the fuel fill cap.
6. Inspect for fuel leaks using the following procedure:
6.1. Turn ON the ignition, for 2 seconds.
6.2. Turn OFF the ignition, for 10 seconds.
6.3. Turn ON the ignition.
6.4. Inspect for fuel leaks.
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Fuel Tank Unit: Service and Repair
REMOVAL PROCEDURE
TOOL REQUIRED
J 39348 Fuel Sender Spanner Wrench
NOTE: Do Not handle the fuel sender assembly by the fuel pipes. The amount of leverage generated by handling the fuel pipes could damage
the joints.
IMPORTANT: Always replace the fuel sender gasket when Installing the fuel sender assembly.
1. Relieve the fuel system fuel pressure. Refer to Fuel Pressure Relief Procedure.
2. Drain the fuel tank. Refer to Fuel Tank Draining Procedure.
3. Raise the vehicle. Refer to Lifting and Jacking the Vehicle in Service Precautions.
4. Remove the fuel tank.
5. Clean all of the fuel pipe connections, all of the hose connections, and all of the areas surrounding the connections before disconnecting the
connections in order to avoid possible contamination of the fuel system.
6. Disconnect the quick-connect fittings at the fuel sender assembly.
7. Use the J 39348 fuel sender spanner wrench in order to remove the fuel sender assembly locking nut, the fuel sender assembly and the O-ring
from the fuel tank.
8. Discard the fuel sender assembly O-ring.
INSTALLATION PROCEDURE
1. Clean the fuel sender assembly O-ring sealing surfaces.
2. Position the new fuel sender assembly O-ring on the fuel tank.
IMPORTANT: Care should be taken not to fold over or twist the fuel pump strainer when installing the fuel sender assembly, as this will
restrict fuel flow. Also, assure that the fuel pump strainer does not block full travel of float arm.
3. Use the J 39348 fuel sender wrench in order to install the fuel sender assembly and the fuel sender assembly locking nut.
4. Connect the quick-connect fittings at the fuel sender assembly.
5. Install the fuel tank.
6. Lower the vehicle.
7. Add fuel and Install the fuel fill cap.
8. Connect the negative battery cable.
9. Inspect for fuel leaks using the following procedure:
9.1. Turn ON the ignition, for 2 seconds.
9.2. Turn OFF the ignition, for 10 seconds.
9.3. Turn ON the ignition.
9.4. Inspect for fuel leaks.
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Idle Air Control Motor (IAC): Service and Repair
REMOVAL PROCEDURE
INSTALLATION PROCEDURE
NOTE: The IAC valve may be damaged if installed with the cone (pintle) extended more than 28 mm (1-1/8 in). Measure the distance that the
valve is extended before installing a new valve. The distance from the idle air control valve motor housing to the end of the idle air control valve
pintle should be less than 28 mm (1-1/8 in). Manually compressing the pintle until the extension is less than 28 mm (1-1/8 in).
2. Install the idle air control valve into the throttle body.
Tighten
The screws to 3.0 N.m (27 lb in).
1. Disconnect the Intake Air Temperature (IAT) electrical connector and breather tube from the air intake tube.
2. Remove the air intake tube.
INSTALLATION PROCEDURE
2. With the throttle valve in the normal closed idle position, install the TP sensor on the throttle body assembly.
3. Install the 2 TP sensor attaching screws, using a thread-locking compound on the screws. Loctite(R) 262, GM P/N #1052624, or equivalent
should be used.
Tighten
Tighten the TP sensor attaching screws to 2.0 N.m (18 lb in).
8. If applicable disconnect the cruse control cable from the throttle lever and cable bracket.
INSTALLATION PROCEDURE
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.
1. Clean the gasket surface on the intake manifold and the throttle body assembly.
2. Install a new gasket, if necessary.
3. Install the throttle body assembly.
Tighten
Tighten the throttle body retaining nuts and bolts to 28 N.m (21 lb ft).
11. If applicable connect the cruse cable to the throttle lever and accelerator bracket.
12. Install the air intake tube and tighten the clamps.
13. Connect the IAT sensor electrical connector.
14. Connect the breather tube to the air intake tube.
15. Refill the coolant.
IMPORTANT: The throttle should operate freely without binding between full closed and wide open throttle.
16. Inspect for complete throttle opening and closing positions by operating the accelerator pedal. Also inspect for poor carpet fit under the
accelerator pedal.
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Throttle Cable/Linkage: Service and Repair
Accelerator Controls Cable Replacement
REMOVAL PROCEDURE
8. Remove the accelerator cable from the vehicle. Note the cable routing for aid in installation.
INSTALLATION PROCEDURE
NOTE: Do not route flexible components (hoses, wires, conduits, etc.) within 50 mm (2 in) of moving parts unless flexible components can be
securely fastened. This is necessary in order to prevent possible interference and damage to the component.
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1. Install accelerator cable into car using routing noted during removal.
1. Disconnect the accelerator cable cross slug from throttle body slot.
2. Depress the tangs and remove the accelerator cable from accelerator cable bracket.
3. If applicable disconnect the cruse control cable from the throttle lever and accelerator bracket.
4. Remove the nut (3) and bolts (1,2) holding the accelerator cable bracket to the throttle body.
5. Remove the accelerator cable bracket.
INSTALLATION PROCEDURE
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Tighten
^ Tighten the bolts in sequence (2,1) to 13 N.m (115 lb in).
^ Tighten the nut in sequence (3) to 10 N.m (89 lb in).
If the CAM signal is lost while the engine is running, the fuel injection system will shift to a calculated sequential fuel injection mode based on the
last fuel injection pulse, and the engine will continue to run.
The engine can be restarted and will run in the calculated sequential mode as long as the fault is present with a 1 in 6 chance of injector sequence
being correct.
EGR Pintle Position Sensor
The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve
assembly.
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault
if the pintle position sensor and control circuits are open or shorted.
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If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a
tolerance considered acceptable for proper EGR system operation, the PCM sets DTC P1404 EGR Valve Stuck Open.
Engine Coolant Temperature (ECT) Sensor
The engine coolant temperature sensor is a thermistor (a resistor which changes value based on temperature) mounted in the engine coolant stream.
Low coolant temperature produces a high resistance (100,000 ohms at -40°C/-40°F) while high temperature causes low resistance (70 ohms at 130
°C/266°F).
The PCM supplies a 5 volt signal to the engine coolant temperature sensor through a resistor in the PCM and measures the voltage. The voltage is
high when the engine is cold, and low when the engine is hot. By measuring the voltage, the PCM calculates the engine coolant temperature. The
engine coolant temperature affects most systems the PCM controls.
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The scan tool displays engine coolant temperature in degrees. After engine startup, the temperature should rise steadily to about 90°C (194°F) then
stabilize when thermostat opens. If the engine has not been run for several hours (overnight), the engine coolant temperature and intake air
temperature displays should be close to each other. A hard fault in the engine coolant sensor circuit should set DTC P0117 Engine Coolant
Temperature (ECT) Sensor Circuit Low Voltage, or DTC P0118 Engine Coolant Temperature (ECT) Sensor Circuit High Voltage. The DTC
Diagnostic Aids also contains a chart to check for sensor resistance values relative to temperature.
The ECT sensor (3) also contains another circuit which is used to operate the engine coolant temperature gauge located in the instrument panel.
The PCM monitors the engine oil level switch signal at start-up to determine if the engine oil is OK. If the PCM determines that a low oil level
condition exists, the PCM will communicate the information over the Class II circuit to the IPC and it will illuminate the indicator lamp.
Engine Oil Pressure Switch
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The PCM monitors the engine oil pressure switch (1) signal to determine if the engine oil pressure is OK. If the PCM determines that a low oil
pressure condition exists, the PCM will communicate the information over the Class II circuit to the IPC and it will illuminate the indicator lamp.
Fuel Control Heated Oxygen Sensor (HO2S 1)
The fuel control Heated Oxygen Sensor (HO2S 1) is mounted in the exhaust manifold where the sensor can monitor the oxygen content of the
exhaust gas stream. The oxygen present in the exhaust gas reacts with the sensor to produce a voltage output.
This voltage should constantly fluctuate from approximately 100 mV (high oxygen content lean mixture) to 900 mV (low oxygen content rich
mixture). The heated oxygen sensor voltage can be monitored with a scan tool. By monitoring the voltage output of the oxygen sensor, the PCM
calculates what fuel mixture command to give to the injectors (lean mixture/low HO2S voltage = rich command, rich mixture/high HO2S voltage =
lean command).
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The HO2S 1 circuit, if open, should set a DTC P0134 HO2S Circuit Insufficient Activity Sensor 1 and the scan tool should display a constant
voltage between 400 and 500 mV. A constant voltage below 300 mV in the sensor circuit (circuit grounded) should set DTC P0131 HO2S Circuit
Low Voltage Sensor 1, while a constant voltage above 800 mV in the circuit should set DTC P0132 HO2S Circuit High Voltage Sensor 1. A fault
in the HO2S 1 heater circuit should cause DTC P0135 to set. The PCM can also detect HO2S response problems. If the response time of an HO2S
is determined to be too slow, the PCM stores a DTC that indicates degraded HO2S performance.
General Description
All of the sensors and input switches can be diagnosed using a scan tool. Following is a short description of how the sensors and switches can be
diagnosed by using a scan tool. The scan tool can also be used to compare the values for a normal running engine with the engine you are
diagnosing.
Intake Air Temperature (IAT) Sensor
The Intake Air Temperature (IAT) sensor is a thermistor which changes value based on the temperature of air entering the engine. Low temperature
produces a high resistance (100,000 ohms at -40°C/-40°F), while high temperature causes low resistance (70 ohms at 130°C/266°F).
The PCM supplies a 5 volt signal to the sensor through a resistor in the PCM and measures the voltage. The voltage is high when the incoming air
is cold, and low when the air is hot. By measuring the voltage, the PCM calculates the incoming air temperature. The IAT sensor signal is used to
adjust the spark timing according to incoming air density.
The scan tool displays the temperature of the air entering the engine, which should read close to the ambient air temperature when the engine is
cold, and rise as the underhood temperature increases.
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If the engine has not been run for several hours (overnight) the IAT sensor temperature and the engine coolant temperature should read close to
each other. A failure in the IAT sensor circuit should set DTC P0112 Intake Air Temperature (IAT)Sensor Circuit Low Voltage or DTC P0113
Intake Air Temperature (IAT) Sensor Circuit High Voltage.
Knock Sensor (KS)
The knock sensor detects abnormal vibration (spark knocking) in the engine. The sensor is located on the engine block near the cylinders. The
sensor produces an AC output voltage which increases with the severity of the knock. This signal voltage is input to the PCM. The PCM then
adjusts the Ignition Control (IC) timing to reduce spark knock. DTC P0325 Knock Sensor (KS) Circuit DTC P0327 Knock Sensor (KS) Circuit are
designed to diagnose the PCM, the knock sensor, and related wiring, so problems encountered with the KS system should set a DTC.
The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test diagnostic is being run (Refer to DTC P0401
Exhaust Gas Recirculation (EGR) Flow Insufficient ),to determine engine vacuum level for other diagnostics, and to determine Barometric
Pressure (BARO).
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If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107 Manifold Absolute Pressure (MAP) Sensor
Circuit Low Voltage is set. A signal voltage higher than the possible range of the sensor sets DTC P0108 Manifold Absolute Pressure (MAP)
Sensor Circuit High Voltage. An intermittent low or high voltage sets DTC P1107 Manifold Absolute Pressure (MAP) Sensor Circuit Intermittent
Low Voltage or DTC P1106 Manifold Absolute Pressure (MAP) Sensor Circuit Intermittent High Voltage respectively. The PCM can also detect a
shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on throttle position and various engine load factors
A large quantity of air indicates acceleration, while a small quantity indicates deceleration or idle.
The scan tool reads the MAF value and displays it in grams per second (gm/s). The MAF value should read between 4 gm/s at idle to 6 gm/s on a
fully warmed up engine. The values should change rather quickly on acceleration, but the values should remain fairly stable at any given RPM. A
failure in the MAF sensor or circuit should set DTC P0101 Mass Air Flow (MAF) Sensor Performance, DTC P0102 Mass Air Flow (MAF) Sensor
Circuit Low Frequency, or DTC P0103 Mass Air Flow (MAF) Sensor Circuit High Frequency.
PCM Controlled A/C
This vehicle may be equipped with Front(C60) and Rear(C34) A/C system. This system is designed to provide a comfortable environment inside
the passenger compartment. The Rear(C34) A/C system is controlled by the Front(C60) HVAC Control Assembly. Both electronic and vacuum
circuits determine air intake and discharge locations. PCM Controlled A/C operation is the same for either Front(C60) or the Front and Rear(C34)
HVAC system. Refer to PCM Controlled Air Conditioning Description for more information regarding the PCM Controlled Air Conditioning
system.
Throttle Position (TP) Sensor
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The Throttle Position (TP) sensor is a potentiometer connected to the throttle shaft on the throttle body. By monitoring the voltage on the signal
line, the PCM calculates throttle position. As the throttle valve angle is changed (accelerator pedal moved), the TP sensor signal also changes. At a
closed throttle position, the output of the TP sensor is low. As the throttle valve opens, the output increases so that at Wide Open Throttle (WOT),
the output voltage should be above 4 volts.
The PCM calculates fuel delivery based on the throttle valve angle (driver demand). A broken or loose TP sensor may cause intermittent bursts of
fuel from an injector and an unstable idle because the PCM detects that the throttle is moving. A hard failure in the TP sensor 5 volt reference or
signal circuits should set either a DTC P0122 Throttle Position (TP) Sensor Circuit Low Voltage DTC P0123 Throttle Position (TP) Sensor Circuit
High Voltage. A hard failure with the TP sensor ground circuit may set DTCs DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low
Voltage, DTC P0112 Intake Air Temperature (IAT) Sensor Circuit Low Voltage, DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage,
or DTC P0117 Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage. Once a DTC is set, the PCM uses an artificial default value based
on engine RPM, engine load and mass air flow for throttle position and some vehicle performance returns. A high idle may result when either DTC
P0122 Throttle Position (TP) Sensor Circuit Low Voltage, or DTC P0123 Throttle Position (TP) Sensor Circuit High Voltage is set.
The PCM can detect intermittent TP sensor faults. DTC P1121 Throttle Position (TP) Sensor Circuit Intermittent High Voltage, or DTC P1122
Throttle Position (TP) Sensor Circuit Intermittent Low Voltage will set if an intermittent high or low circuit failure is being detected.
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The PCM can also detect a shifted TP sensor. The PCM monitors throttle position and compares the actual TP sensor reading to a predicted TP
value calculated from engine speed. If the PCM detects an out of range condition, DTC P0121 Throttle Position (TP) Sensor Performance will be
set.
Transaxle Controls
The electrical components of this unit are as follows:
^ Two shift solenoid valves: 1-2/3-4 and 2-3
^ A Torque Converter Clutch Pulse Width Modulation (TCC PWM) solenoid valve
^ A Pressure Control (PC) solenoid valve
^ An automatic Transmission Fluid Temperature (TFT) sensor
^ Two speed sensors: input shaft and vehicle speed sensors
^ An automatic Transmission Fluid Pressure (TFP) manual valve position switch
^ Either an Internal Mode Switch or an exterior-mounted Transmission Range Switch. See the data referenced by the Scan Tool or refer to
Automatic Transmission Electronic Component Views (Internal) or Automatic Transmission Electronic Component Views (External).
^ An automatic transmission (A/T) wiring harness assembly
The PCM also uses the pulses on this circuit to initiate injector pulses. If the PCM receives no pulses on this circuit, DTC P1374 Crankshaft
Position (CKP) High to Low Resolution Frequency Correlation will set and the PCM will use the 24X reference signal circuit for fuel and ignition
control.
This is a ground circuit for the digital RPM counter inside the PCM, but the wire is connected to engine ground only through the ignition control
module. Although this circuit is electrically connected to the PCM, it is not connected to ground at the PCM.
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The PCM compares voltage pulses on the reference input circuits to pulses on this circuit, ignoring pulses that appear on both.
The 7X crankshaft position sensor provides a signal used by the ignition control module.
The ignition control module also uses the 7X crankshaft position sensor to generate 3X reference pulses which the PCM uses to calculate RPM and
crankshaft position.
24X Crankshaft Position (CKP) Sensor
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The 24X Crankshaft Position (CKP) Sensor (1) is used to improve idle spark control at engine speeds up to approximately 1600 RPM.
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Computers and Control Systems: Tools and Equipment
The BCM operates the following components according to the chosen mode of operation:
^ The exterior lights
^ The horn
^ The status security indicator lamp
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Body Control Module: Description and Operation
Body Control System Circuit
This vehicle is equipped with a Body Control Module (BCM) that performs multiple body control functions. The following vehicle systems are
controlled by the BCM:
^ Audible warnings
- key in the ignition reminder
- Fasten seat belt reminder
- Driver information reminder
- Turn signal reminder
- Headlamps on reminder
- Feature customization and diagnostics mode indication
- Auxiliary chime functions (Instrument cluster)
- Last door closed locking reminder
^ Inadvertent load monitoring
^ Fasten seat belt indicator control
^ Interior light illumination
^ Power door locks functions
^ keyless entry system functions (with AUO)
^ Key cylinder lock
^ Retained Accessory Power (RAP)
^ Content theft deterrent system (with UA6)
^ Feature customization
^ Service Diagnostics
These systems are controlled by the BCM's outputs. The BCM controls its outputs based upon input information obtained from the sensors and
switches that are directly connected to the BCM. The BCM evaluates the input information and controls the body systems by commanding an
output on or off.
BCM Identification
This vehicle is equipped with 1 of 3 types of BCMs. The BCM type installed on this vehicle is based on the vehicle equipment, point of sale, and
option content. Refer to On-Board Diagnostic Features for more information on how to identify the BCM type installed by using the on-board
diagnostic feature. The following identifies the functions and basic option content of all 3 BCM types:
BCM TYPE 2
BCM type 2 is the base BCM that provides all standard BCM functions.
BCM TYPE 3
BCM type 3 provides all of the features of the BCM type 2 plus keyless entry. Vehicles with RPO AU0 are equipped with a BCM type 3.
BCM TYPE 4
BCM type 4 provides all of the features of the BCM type 2 and type 3 plus content theft deterrent. Vehicles with RPO AU0 and UA6 are
equipped with a BCM type 4.
Interior Lighting
The BCM provides the following interior light functions:
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^ Interior illumination
^ Delayed illumination
^ Exit illumination
^ Theatre dimming
^ Door key unlock illumination
^ keyless entry unlock illumination
^ Inadvertent load (battery rundown) protection
^ Interior light feature customization
- Delayed illumination (on/off)
- Exit lighting (on/off)
Refer to the Interior Lights Circuit Description in Lighting for customization features.
For a description of the RPO Code(s) shown in this article, refer to the RPO Code List found at Vehicle/Application and ID. See: Application and
ID
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Body Control Module: Initial Inspection and Diagnostic Overview
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table.
1. Tests if the BCM can enter the On-Board Diagnostic Mode. Refer to On-Board Diagnostic Features. See: Reading and Clearing Diagnostic
Trouble Codes
2. The presence of DTCs stored in the BCM. The specified procedure will compile all the available information before tests are performed.
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Body Control Module: Reading and Clearing Diagnostic Trouble Codes
The BCM will enter the on-board diagnostic mode and flash the fasten seat belts indicator and sound the chime equal to the number of DTCs stored
in the BCM memory. If no DTCs are stored, the BCM will not flash the fasten seat belts indicator or activate the chime.
The BCM flashes and sounds the first DTC with the lowest number, pauses, then continues with the next DTC until all of the DTCs are read. With
a DTC 1, the BCM will only sound the chime once, and the fasten seat belts indicator will not flash. Once all of the DTCs are read, the BCM
repeats this sequence 3 times.
In order to enter the feature customization mode perform the following steps:
1. Turn the ignition switch to the LOCK position.
2. Remove the BCM PRGRM fuse.
3. Turn the ignition switch to the ACC position. When entering the feature customization mode, the BCM first identifies what type of BCM is
installed on the vehicle by flashing the fasten seat belts indicator and sounds the chime 2, 3 or 4 times depending on the type of BCM used on
the vehicle. There are 3 different types of BCM that can be installed on the vehicle based on the vehicle option content that matches the BCM
capabilities. Ensure that the BCM installed on the vehicle is compatible with all of the features on the vehicle. Refer to Body Control System
circuit description for BCM identification. For more information on features that can be customized, refer to:
^ Interior Lights Circuit Description
^ Automatic Door Lock System Description
^ Keyless Entry System Circuit Description
^ Content Theft Deterrent (CTD) Circuit Description
When the BCM completes all test modes, the BCM will repeat the test mode sequence.
Exiting Diagnostics
Perform the following procedure in order to exit the BCM diagnostics mode and return to normal BCM operation:
1. Turn the ignition switch to the LOCK position.
2. Reinstall the BCM PRGRM fuse.
3. Turn the ignition switch to the RUN position.
For a description of the RPO Code(s) shown in this article, refer to the RPO Code List found at Vehicle/Application and ID. See: Application and
ID
Entering On-Board Diagnostic Mode
Complete the following steps in order to enter the diagnostics mode:
1. Turn the ignition switch to the LOCK position.
2. Remove the BCM PRGRM fuse.
3. Turn the ignition switch to the ACC position.
4. Turn the ignition switch from the ACC position to the LOCK position then back to the ACC position within 1 second.
The BCM will enter the on-board diagnostic mode and flash the fasten seat belts indicator and sound the chime equal to the number of DTCs stored
in the BCM memory. If no DTCs are stored, the BCM will not flash the fasten seat belts indicator or activate the chime.
The BCM flashes and sounds the first DTC with the lowest number, pauses, then continues with the next DTC until all of the DTCs are read. With
a DTC 1, the BCM will only sound the chime once, and the fasten seat belts indicator will not flash. Once all of the DTCs are read, the BCM
repeats this sequence 3 times.
IMPORTANT: If the fasten seat belts indicator does not flash, and the chime does not sound, complete the following procedure in order to
confirm that the BCM has entered the diagnostics mode:
The BCM sounds the chime when receiving an input signal such as opening a door or fastening the driver seat belt when the BCM is in the
diagnostics mode.
If the BCM does not sound the chime upon opening a door or fastening the driver seat belt, repeat Step 1 of Entering the Feature Customization
Mode. If the BCM does not enter the diagnostics mode, then refer to Body Control Module Inoperative.
General Information
This vehicle is equipped with an on-board diagnostic feature capable of performing the following functions:
^ Feature Customization
^ Displaying DTCs
^ Clearing DTCs
^ Input/Output Diagnostics
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Body Control Module: Symptom Related Diagnostic Procedures
Diagnostic Chart
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. Tests for an open in the BCM battery positive voltage circuit(s) and the ignition voltage circuit(s).
3. Tests for an open in the BCM ground circuit(s).
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Body Control Module: Service and Repair
REMOVAL PROCEDURE
INSTALLATION PROCEDURE
2. Align the tabs on the body control module with the slots in the mounting bracket. Push the body control module up until it clicks in place.
3. Install the left side instrument panel insulator.
4. Connect the battery negative cable.
5. Setup the BCMs customized options.
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Intake Air Temperature (IAT) Sensor: Service and Repair
REMOVAL PROCEDURE
1. Disconnect the Intake Air Temperature (IAT) sensor electrical connector (1).
2. Carefully remove the IAT sensor.
INSTALLATION PROCEDURE
1. Install the IAT Sensor (snap into place).
2. Connect the IAT sensor electrical connector (1).
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Data Link Connector: Service and Repair
REMOVAL PROCEDURE
1. Remove the bolts/screws from the data link connector.
2. Remove the lower data link connector.
INSTALLATION PROCEDURE
1. Place the data link connector into position.
Tighten
Tighten the bolts/screws to 2 N.m (18 lb in).
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EGR Valve Position Sensor: Description and Operation
The EGR pintle position sensor is an integral part of the EGR valve assembly. This sensor can not be serviced separately from the EGR valve
assembly.
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM and to detect a fault
if the pintle position sensor and control circuits are open or shorted.
If the PCM detects a pintle position signal voltage outside the normal range of the pintle position sensor, or a signal voltage that is not within a
tolerance considered acceptable for proper EGR system operation, the PCM sets DTC P1404 EGR Valve Stuck Open.
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Powertrain Control Module: Description and Operation
General Description
The powertrain used in this vehicle consists of a 3.4L pushrod 60° V-6 engine mated to a 4T65-E electronically controlled transaxle. Refer to
Engine Component Description in Engine Mechanical for more information on the powertrain. The powertrain has electronic controls to reduce
exhaust emissions while maintaining excellent driveability and fuel economy. The Powertrain Control Module (PCM) is the essence of this control
system.
The PCM is designed to maintain exhaust emission levels to Federal/California/other standards while providing excellent driveability and fuel
efficiency. Review the components and wiring diagrams in order to determine which systems are controlled by the PCM. The PCM monitors
numerous engine and vehicle functions. 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
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Powertrain Control Module: Description and Operation
PCM Function
The 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 pants 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 control module include analog to digital converters, signal buffers, counters, and output drivers. The output drivers
are electronic switches which complete a ground 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.
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Powertrain Control Module: Service and Repair
Repair Instructions
EEPROM Programming
1. Set-up - Ensure that the following conditions have been met:
^ The battery is fully charged and battery charger is not connected.
^ The ignition is ON.
^ The Techline equipment cable connection at the DLC is secure.
2. Program the PCM using the latest software matching the vehicle. Refer to up-to-date Techline equipment users instructions.
3. If the PCM fails to program, proceed as follows:
^ Ensure that all PCM connections are OK.
^ Check the Techline equipment for the latest software version.
^ Attempt to program the PCM. If the PCM still cannot be programmed properly, replace the PCM. You must program the replacement
PCM.
Functional Check
1. Clear any DTCs.
2. Perform the A Powertrain On Board Diagnostic (OBD) System Check.
3. Start the engine and allow the engine run for one minute.
4. Use a scan tool in order to scan for the DTCs.
PCM Replacement/Programming
NOTE:
^ In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the
circuit board.
Service of the Powertrain Control Module (PCM) should normally consist of either replacement of the PCM or Electrically Erasable
Programmable Read Only Memory (EEPROM) programming. If the diagnostic procedures call for PCM replacement, test the PCM first to
see if the PCM is the correct part. If the PCM is faulty, remove the PCM and install a new service PCM. The new service PCM is not
programmed. You must program the new PCM. DTC P0602 indicates the EEPROM is not programmed or has malfunctioned.
^ In order to prevent possible electrostatic discharge damage to the PCM, do not touch the connector pins or soldered components on the
circuit board.
^ Turn the ignition OFF when installing or removing the PCM connectors and disconnecting or reconnecting the power to the PCM (battery
cable, PCM pigtail, PCM fuse, jumper cables, etc.) in order to prevent internal PCM damage.
IMPORTANT: When replacing the production PCM with a service PCM (controller), you must transfer the broadcast code and production PCM
number to the service PCM label. Do not record the information on the PCM cover. This allows positive identification of PCM parts throughout the
service life of the vehicle.
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REMOVAL PROCEDURE
INSTALLATION PROCEDURE
1. Connect the PCM electrical connectors to the PCM.
2. Install the PCM into the air cleaner housing.
3. Reinstall the PCM cover to the air cleaner housing and snap the retainer.
4. Reinstall the left front strut brace.
REMOVAL PROCEDURE
1. Turn OFF the ignition.
2. Remove the attaching bolt/screws.
3. Disconnect the MAP sensor electrical connector.
4. Disconnect the MAP inlet vacuum hose.
5. Remove the MAP sensor from the bracket.
INSTALLATION PROCEDURE
1. Install the MAP sensor to the bracket.
2. Connect the MAP inlet vacuum hose.
3. Connect the MAP sensor electrical connector.
Tighten
Tighten the bolts arid screws to 3 N.m (27 lb in).
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Manifold Absolute Pressure (MAP) Sensor: Description and Operation
The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to the
PCM varies from below 2 volts at idle (high vacuum) to above 4 volts with the key ON and the engine not running or at wide open throttle (low
vacuum).
The MAP sensor is used to determine manifold pressure changes while the linear EGR flow test diagnostic is being run (Refer to DTC P0401
Exhaust Gas Recirculation (EGR) Flow Insufficient ),to determine engine vacuum level for other diagnostics, and to determine Barometric
Pressure (BARO).
If the PCM detects a voltage that is lower than the possible range of the MAP sensor, DTC P0107 Manifold Absolute Pressure (MAP) Sensor
Circuit Low Voltage is set. A signal voltage higher than the possible range of the sensor sets DTC P0108 Manifold Absolute Pressure (MAP)
Sensor Circuit High Voltage. An intermittent low or high voltage sets DTC P1107 Manifold Absolute Pressure (MAP) Sensor Circuit Intermittent
Low Voltage or DTC P1106 Manifold Absolute Pressure (MAP) Sensor Circuit Intermittent High Voltage respectively. The PCM can also detect a
shifted MAP sensor. The PCM compares the MAP sensor signal to a calculated MAP based on throttle position and various engine load factors
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Oxygen Sensor: Service and Repair
Heated Oxygen Sensor (HO2S) Replacement (HO2S1)
NOTE: Do not remove this pigtail from either the Heated Oxygen Sensor (HO2S) or the Oxygen Sensor (O2S). Removing the pigtail or the
connector will affect sensor operation.
Handle the oxygen sensor carefully. Do not drop the HO2S. keep the in-line electrical connector and the louvered end tree of grease, dirt, or other
contaminants. Do not use cleaning solvents of any type.
Do not repair the wiring, connector or terminals. Replace the oxygen sensor if the pigtail wiring, connector, or terminal is damaged.
This external 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 degraded 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.
^ Do not damage the sensor pigtail and harness wires 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.
^ Ensure the sensor or vehicle lead wires should not be bent sharply or kinked. Sharp bends or kinks 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 wired sensor may rely on this
ground as the only ground contact to the sensor. Removal of the ground wire will cause poor engine performance.
^ Ensure that the peripheral seal remains intact on the vehicle harness connector in order to prevent damage due to water intrusion. The engine
harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit. Under no circumstances should repairs be soldered
since this could result in the air reference being obstructed.
REMOVAL PROCEDURE
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in
exhaust manifold or exhaust pipe.
IMPORTANT: A special anti seize compound is used on the heated oxygen sensor 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
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will already have the compound applied to the threads. If a sensor is removed from an engine and if for any reason is to be reinstalled, the threads
must have anti seize compound applied before reinstallation.
3. Use the J 39194-B heated oxygen sensor wrench in order to carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound GM P/N 5613695, or equivalent if necessary.
Tighten
Tighten the HO2S 1 (pre-catalytic converter) to 42 ± 4 N.m (31 lb ft).
NOTE: Do not remove this pigtail from either the Heated Oxygen Sensor (HO2S) or the Oxygen Sensor (O2S). Removing the pigtail or the
connector will affect sensor operation.
Handle the oxygen sensor carefully. Do not drop the HO2S. Keep the in-line electrical connector and the louvered end free of grease, dirt, or other
contaminants. Do not use cleaning solvents of any type.
Do not repair the wiring, connector or terminals. Replace the oxygen sensor if the pigtail wiring, connector, or terminal is damaged.
This external 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 degraded 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.
^ Do not damage the sensor pigtail and harness wires 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.
^ Ensure the sensor or vehicle lead wires should not be bent sharply or kinked. Sharp bends or kinks 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 wired sensor may rely on this
ground as the only ground contact to the sensor. Removal of the ground wire will cause poor engine performance.
^ Ensure that the peripheral seal remains intact on the vehicle harness connector in order to prevent damage due to water intrusion. The engine
harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit. Under no circumstances should repairs be soldered
since this could result in the air reference being obstructed.
REMOVAL PROCEDURE
The heated oxygen sensor may be difficult to remove when engine temperature is below 48°C (120°F). Excessive force may damage threads in
the exhaust pipe.
IMPORTANT: A special anti seize compound is used on the heated oxygen sensor 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 if for any reason is to be reinstalled, the threads
must have anti seize compound applied before reinstallation.
4. Use the J 39194-B heated oxygen wrench in order to carefully back out the heated oxygen sensor.
INSTALLATION PROCEDURE
1. Coat the threads of heated oxygen sensor/catalyst monitor with anti seize compound GM P/N #5613695, or equivalent if necessary.
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Tighten
Tighten the HO2S 2 (post-catalytic converter) to 42±14 N.m (31 lb ft).
If a new PNP switch has been rotated and the pin is broken or if you are installing an old PNP switch, adjust the PNP switch.
1. Place the shift selector shaft into Neutral.
2. Use the J 41545 in order to align the slots of the PNP switch to the Neutral position.
3. Align the flats of the shift shaft to the flats in the PNP switch.
4. Install the PNP switch to the transaxle.
Important: If the PNP switch bolt holes do not align with the threaded holes in the transaxle, verify that the shaft is in the Neutral position.
Installation Procedure
Tool Required
- J 41545 Park/Neutral Switch Alignment Tool
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Important: DO NOT ROTATE A NEW PNP SWITCH. A new PNP switch is produced in the Neutral position. If the bolt holes do not align
with the holes in the transaxle, verify that the transmission is in Neutral.
Adjust the PNP switch if the new switch has been rotated and the pin is broken or if using an old PNP switch. Refer to PNP Switch Adjustment.
2. Align the flats of the shift shaft to the flats in the PNP switch.
3. Install the PNP switch to the transaxle.
Important: Verify that the engine starts ONLY with the transmission in Park or Neutral. Adjust as necessary. Refer to PNP Switch
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Adjustment.
8. Install the throttle body air inlet duct. Refer to Air Cleaner Assembly Replacement in Powertrain Management.
9. Remove the blocks from the wheels.
10. Release the parking brake.
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Vehicle Speed Sensor: Service and Repair
Removal Procedure
7. Remove the O-ring seal (11) from the vehicle speed sensor (10).
8. Inspect the vehicle speed sensor and O-ring seal for the following:
^ Damaged connector
^ Cracked housing
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^ Signs of rotor damage
^ Cuts or nicks on the O-ring seal (11)
Installation Procedure
1. Install the O-ring seal (11) to the vehicle speed sensor (10).
2. Install the vehicle speed sensor to the extension case.
Divide the reserve capacity by 4. The current drain in milliamps should not be more than this number.
Voltage
Voltage
Voltage
Voltage
Temperature vs Resistance
Voltage
Voltage
ECT between 50-95 degrees F (10-35 degrees C)
Resistance Ohms
Resistance Ohms
ECT between 50 - 95 degrees F (10 - 35 degrees C)
Ohms 11.4-12.6
Ignition Coil
Coil Resistance across leads ...................................................................................................................................................................... 5k-8k Ohms.
Ignition Timing
Information not supplied by the manufacturer.
J 9.21-10.00 in
(1) J Measurement taken 604 mm (24 inch) from
the centerline of the FRONT wheel.
K 10.07-10.86 in
(2) K Measurement taken 560 mm (22 inch) from
the centerline of the REAR wheel.
Z 2.28-3.07 in
J 9.29-10.07 in
(1) J Measurement taken 604 mm (24 inch) from
the centerline of the FRONT wheel.
K 10.35-11.14 in
(2) K Measurement taken 560 mm (22 inch) from
the centerline of the REAR wheel.
Z 2.28-3.07 in
J 9.44-10.23 in
(1) J Measurement taken 604 mm (24 inch) from
the centerline of the FRONT wheel.
K 10.98-11.77 in
(2) K Measurement taken 560 mm (22 inch) from
the centerline of the REAR wheel.
Z 2.28-3.07 in
Rear (Nominal - No Means of Camber Service Allowed (Acceptable) -0.75 to -1.25 deg
Adjustment Provided)
J 8.97-9.76 in
(1) J Measurement taken 604 mm (24 inch) from
the centerline of the FRONT wheel.
K 9.84-10.62 in
(2) K Measurement taken 560 mm (22 inch) from
the centerline of the REAR wheel.
Z 2.28-3.07 in
J 9.25-10.03 in
(1) J Measurement taken 604 mm (24 inch) from
the centerline of the FRONT wheel.
K 10.15-10.94 in
(2) K Measurement taken 560 mm (22 inch) from
the centerline of the REAR wheel.
Z 2.28-3.07 in
Cross Caster (Nominal- No Means of Service Allowed (Acceptable) -0.75 to 0.75 deg
Adjustment Provided)
Rear (Nominal- No Means of Camber Service Allowed (Acceptable) -0.75 to -1.25 deg
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Adjustment Provided)
J 9.21-10.00 in
(1) J Measurement taken 604 mm (24 inch) from the
centerline of the FRONT wheel.
K 10.07-10.86 in
(2) K Measurement taken 560 mm (22 inch) from the
centerline of the REAR wheel.
Z 2.28-3.07 in
J 9.29-10.07 in
(1) J Measurement taken 604 mm (24 inch) from the
centerline of the FRONT wheel.
K 10.35-11.14 in
(2) K Measurement taken 560 mm (22 inch) from the
centerline of the REAR wheel.
Z 2.28-3.07 in
J 9.44-10.23 in
(1) J Measurement taken 604 mm (24 inch) from the
centerline of the FRONT wheel.
K 10.98-11.77 in
(2) K Measurement taken 560 mm (22 inch) from the
centerline of the REAR wheel.
Z 2.28-3.07 in
J 8.97-9.76 in
(1) J Measurement taken 604 mm (24 inch) from the
centerline of the FRONT wheel.
K 9.84-10.62 in
(2) K Measurement taken 560 mm (22 inch) from the
centerline of the REAR wheel.
Z 2.28-3.07 in
J 9.25-10.03 in
(1) J Measurement taken 604 mm (24 inch) from the
centerline of the FRONT wheel.
K 10.15-10.94 in
(2) K Measurement taken 560 mm (22 inch) from the
centerline of the REAR wheel.
Z 2.28-3.07 in
Generator Bolt 50 Nm
Part 1 of 2
Part 2 of 2
Transmission General Specifications
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Part 1 of 2
Part 2 of 2
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General
Bolt/Screw, Automatic Transaxle Case Extension M10 x 1.5 x 35 (Qty 4) ...................................................................................... 36 Nm (26 ft. lbs.)
Stud/Screw, Vehicle Speed Sensor - M8 x 1.25 x 12 (Qty 1) ...................................................................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Forward Band Servo Cover - M6 x 1.0 x 20 (Qty 3) ............................................................................................... 12 Nm (106 inch lbs.)
Bolt, Oil Pan Nm 6 x 1.0 x 17 (Qty 20) ............................................................................................................................................. 14 Nm (10 ft. lbs.)
Fitting, Transaxle Oil Cooler Pipe - 1/4 - 18 NPSF (Qty 2) .............................................................................................................. 38 Nm (28 ft. lbs.)
Plug, Automatic Transaxle Oil Pressure Test Hole 1/8 - 27 NPTF (Qty 1) ................................................................................. 12 Nm (106 inch lbs.)
Bolt/Screw, Case Side Cover (Flange) - M8 x 1.25 x 25 (Qty 9) ...................................................................................................... 25 Nm (18 ft. lbs.)
Bolt/Screw, Case Side Cover (Torx(R) Special) - M8 x 1.25 x 21 (Qty 4) ...................................................................................... 25 Nm (18 ft. lbs.)
Bolt/Screw, Case Side Cover (stud) - M8 x 1.25 x 24 (Qty 4) .......................................................................................................... 25 Nm (18 ft. lbs.)
Bolt/Screw, Manual 2-1 Band Servo Cover - M8 x 1.25 x 25 (Qty 3) .............................................................................................. 25 Nm (18 ft. lbs.)
Bolt/Screw, Accumulator Cover - M6 x 1.0 x 28 (Qty 11) .......................................................................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Automatic Transaxle Oil Pump Cover M6 x 1.0 x 20 (Qty 1) ..................................................................................... 8 Nm (70 inch lbs.)
Bolt/Screw, Automatic Transaxle Oil Pump - M6 x 1.0 x 95 (Qty 2) ............................................................................................... 16 Nm (11 ft. lbs.)
Bolt/Screw, Automatic Transaxle Oil Pump - M6 x 1.0 x 85 (Qty 9) ......................................................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Control Valve Body - M6 x 1.0 x 65 (Qty 3) .......................................................................................................... 12 Nm 106 inch lbs.)
Bolt/Screw, Control Valve Body - M6 x 1.0 x 60 (Qty 3) ........................................................................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Control Valve Body - M6 x 1.0 x 30 (Qty 1) ........................................................................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Control Valve Body (Torx(R)) - M6 x 1.0 x 45 (Qty 2) .......................................................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Control Valve Body - M6 x 1.0 x 55 (Qty 3) ........................................................................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Control Valve Body - M6 x 1.0 x 95 (Qty 1) ................................................................................................................ 16 Nm (11 ft. lbs.)
Bolt/Screw, Control Valve Body - M8 x 1.25 x 90 (Qty 1) .............................................................................................................. 25 Nm (18 ft. lbs.)
Bolt/Screw, Control Valve Body - M6 x 1.0 x 20 (Qty 2) ............................................................................................................... 8 Nm (70 inch lbs.)
Bolt/Screw, Control Valve Body - M6 x 1.0 x 85 (Qty 1) ........................................................................................................... 12 Nm (106 inch lbs.)
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Bolt/Screw, Automatic Transaxle Case Cover (Torx(R) Special) M6 x 1.0 x 32 (Qty 1) ........................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Automatic Transaxle Case Cover - M6 x 1.0 x 40 (Qty 3) ...................................................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Automatic Transaxle Case Cover - M8 x 1.25 x 50 (Qty 3) .......................................................................................... 25 Nm (18 ft. lbs.)
Bolt/Screw, Automatic Transaxle Case Cover - M6 x 1.0 x 30 (Qty 3) ...................................................................................... 12 Nm (106 inch lbs.)
Bolt/Screw, Drive Sprocket Support - M8 x 1.25 x 24 (Qty 4) ......................................................................................................... 25 Nm (18 ft. lbs.)
Nut, Manual Shift Shaft Detent Lever - M 10 x 1.5 (Qty 1) ............................................................................................................. 32 Nm (23 ft. lbs.)
Bolt/Screw, Manual Shift Shaft Detent - M6 x 1.0 x 16 (Qty 1) ................................................................................................. 12 Nm (106 inch lbs.)
General
ID Number I Dimension (mm) Dimension (inch) Color
Differential Carrier/Case Thrust Washer (714) Selection Guide
1 ..................................................................................................................................................................... 1.40-1.50 mm (0.055-0.059 inch) Orange
2 ....................................................................................................................................................................... 1.50-1.60 mm (0.059-0.062 inch) White
3 ......................................................................................................................................................................... 1.60-1.70 mm (0.062-0.066 inch) Blue
4 ......................................................................................................................................................................... 1.70-1.80 mm (0.066-0.070 inch) Pink
5 ..................................................................................................................................................................... 1.80-1.90 mm (0.070-0.074 inch) Brown
6 ....................................................................................................................................................................... 1.90-2.00 mm (0.074-0.078 inch) Green
7 ....................................................................................................................................................................... 2.00-2.10 mm (0.078-0.082 inch) Black
8 ...................................................................................................................................................................... 2.10-2.20 mm (0.082-0.086 inch) Purple
9 ........................................................................................................................................................... 2.20-2.30 mm (0.086-0.091 inch) Purple/White
10 ........................................................................................................................................................... 2.30-2.40 mm (0.091-0.095 inch) Purple/Blue
Bearing/input Clutch Hub Selective Thrust Washer (630) Selection Guide
1 .......................................................................................................................................................... 2.90-3.00 mm (0.114-0.118 inch) Orange/Green
2 .......................................................................................................................................................... 3.05-3.15 mm (0.120-0.124 inch) Orange/Black
3 ................................................................................................................................................................. 3.20-3.30 mm (0.126-0.130 inch) No Color
4 ....................................................................................................................................................................... 3.35-3.45 mm (0.132-0.136 inch) White
5 ......................................................................................................................................................................... 3.50-3.60 mm (0.138-0.142 inch) Blue
6 ......................................................................................................................................................................... 3.65-3.75 mm (0.144-0.148 inch) Pink
7 ..................................................................................................................................................................... 3.80-3.90 mm (0.150-0.154 inch) Brown
8 ....................................................................................................................................................................... 3.95-4.05 mm (0.156-0.159 inch) Green
9 ....................................................................................................................................................................... 4.10-4.20 mm (0.161-0.165 inch) Black
10 .................................................................................................................................................................... 4.25-4.35 mm (0.167-0.171 inch) Purple
11 ......................................................................................................................................................... 4.40-4.50 mm (0.173-0.177 inch) Purple/White
General
Important:
^ Rotor, vanes and slide must be chosen from the same size classification as the oil pump body.
^ Allowable rotor, vane and slide to oil pump body end play is as follows:
^ Slide to Oil Pump Body End Play - 0.033-0.076 mm (0.0013-0.0030 inch)
^ Rotor and Vane to Oil Pump Body End Play 0.050-0.083 mm (0.0020-0.0033 inch)
The oil pump assembly has a selective rotor, vane and slide components. These components are chosen based on pump body dimensions. Oil pump b
Rotor Selection
1 ..................................................................................................................................................................... 17.953-17.963 mm (0.7068-0.7072 inch)
2 ..................................................................................................................................................................... 17.963-17.973 mm (0.7072-0.7076 inch)
3 ..................................................................................................................................................................... 17.973-17.983 mm (0.7076-0.7080 inch)
4 ..................................................................................................................................................................... 17.983-17.993 mm (0.7080-0.7084 inch)
Size
Classification Thickness (mm) Thickness (inch)
Vane Selection
1 ..................................................................................................................................................................... 17.943-17.961 mm (0.7064-0.7071 inch)
2 ..................................................................................................................................................................... 17.943-17.961 mm (0.7064-0.7071 inch)
3 ..................................................................................................................................................................... 17.961-17.979 mm (0.7071-0.7078 inch)
4 ..................................................................................................................................................................... 17.961-17.979 mm (0.7071-0.7078 inch)
Slide Selection
1 ..................................................................................................................................................................... 17.957-17.967 mm (0.7070-0.7074 inch)
2 ..................................................................................................................................................................... 17.967-17.977 mm (0.7074-0.7078 inch)
3 ..................................................................................................................................................................... 17.977-17.987 mm (0.7078-0.7081 inch)
4 ..................................................................................................................................................................... 17.987-17.997 mm (0.7081-0.7085 inch)
Oil Pump Body Depth
1 ..................................................................................................................................................................... 18.000-18.010 mm (0.7087-0.7091 inch)
2 ..................................................................................................................................................................... 18.010-18.020 mm (0.7091-0.7094 inch)
3 ..................................................................................................................................................................... 18.020-17.030 mm (0.7094-0.7098 inch)
4 ..................................................................................................................................................................... 18.030-18.040 mm (0.7098-0.7102 inch)
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General
RPO Codes ........................................................................................................................................................................................... M15/MN3/MN7
Production Location ..................................................................................................................................................................................... Warren, MI
Vehicle Platform (Engine/Transmission) Usage ...................................................................................................................................... C, H, W, G, U
Transaxle Drive ............................................................................................................................................... Transverse Mounted Front Wheel Drive
1st Gear Ratio ...................................................................................................................................................................................................... 2.921:1
2nd Gear Ratio .................................................................................................................................................................................................... 1.568:1
3rd Gear Ratio ..................................................................................................................................................................................................... 1.000:1
4th Gear Ratio ..................................................................................................................................................................................................... 0.705:1
Reverse ................................................................................................................................................................................................................ 2.385:1
Torque Converter Size (Diameter of Torque Converter Turbine) .................................................................... 245 mm (M 15) 258 mm (MN3/MN7)
Pressure Taps ............................................................................................................................................................................................. Line Pressure
Transaxle Fluid Type ............................................................................................................................................................................ Dexron(TM) III
Transaxle Fluid Capacity (Approximate) ................. Bottom Pan Removal: 7.0L (7.4 qts) Complete Overhaul: 9.5L (10.0 qts) Dry: 12.7L (13.4 qts)
Transaxle Type: 4 ........................................................................................................................................................................... Four Forward Gears
Transaxle Type: T .............................................................................................................................................................................. Transverse Mount
Transaxle Type: 65 ................................................................................................................................................................................... Product Series
Transaxle Type: E ............................................................................................................................................................................ Electronic Controls
Chain Ratios (Designates Number of Teeth on the Drive/Driven Sprockets) ............................................................................................. 35/35 37/33
Final Drive Ratios .................................................................................................................................................................................. 2.86, 3.05, 3.29
Overall Final Drive Ratios ............................................................................................................................................................ 2.86, 3.05, 2.93, 3.29
Position Quadrant .............................................................................................................................................. P, R, N, D, 3, 2, 1 or P, R, N, OD, 2, 1
Case Material ................................................................................................................................................................................... Die Cast Aluminum
Transaxle Weight Dry ..................................................................................................................................................................... 87.9 kg (194.2 lbs)
Transaxle Weight Wet .................................................................................................................................................................... 97.0 kg (214.4 lbs)
Maximum Trailer Towing Capacity .................................................................................................................................................. 907 kg (2000 lbs)
Maximum Gross Vehicle Weight (GVW) ..................................................................................................................................... 2903 kg (6,400 lbs)
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Accumulator, A/T
Accumulator Cover to Case ......................................................................................................................................................................... 106 inch lbs
Tightening Specifications
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Tightening Specifications
Bumper
Fastener Tightening Specifications
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Doors
Fastener Tightening Specifications
Front Subframe
Fastener Tightening Specifications
Luggage Rack
Fastener Tightening Specifications
System Specifications
Front Brakes
Rear Brakes
* All brake rotors have a discard dimension cast into them. Replace any rotor that does not meet this specification. After refinishing the rotor, replace
The content of this article has been updated by manual update # 04-05-23-002A dated August 4, 2005 for Rotor Minimum Allowable Thickness Afte
Electronic Brake Control Module (EBCM) to Brake Pressure Modulator Valve (BPMV). 44 in.lb
Brake System Pressure Bleed Initial Pressure Adjustment Setting (Leak Testing the Hydraulic Brake System) 10 psi
Rear Brakes
* All brake rotors have a discard dimension cast into them. Replace any rotor that does not meet this specification. After refinishing the rotor, replace
The content of this article has been updated by manual update # 04-05-23-002A dated August 4, 2005 for Rotor Minimum Allowable Thickness Afte
Brake Pad
Replace the pads when the thickness is worn to within 0.76 mm (0.030 inch) of the shoe. Replace all pads in axle sets.
Measure the flatness of the inner and outer pads. Place the pad surfaces together and measure the gap between the surfaces. If more than 0.13 mm (0
Brake Rotor/Disc
Front Brakes
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Caliper Bore Diameter ........................................................................................................................................................................ 63.5 mm 2.500 in
Rotor Diameter ................................................................................................................................................................................ 278.0 mm 10.945 in
Rotor Discard Thickness* ..................................................................................................................................................................... 30.7 mm 1.21 in
Rotor Maximum Lateral Runout ......................................................................................................................................................... 0.06 mm 0.002 in
Rotor Maximum Scoring .................................................................................................................................................................... 1.50 mm 0.059 in
Rotor Maximum Thickness Variation ............................................................................................................................................... 0.025 mm 0.001 in
Rotor Minimum Thickness After Refinish .......................................................................................................................................... 31.08 mm 1.22 in
Rotor Minimum Wear Stock ............................................................................................................................................................... 0.38 mm 0.015 in
Rotor Thickness - New ......................................................................................................................................................................... 32.2 mm 1.27 in
Rear Brakes
* All brake rotors have a discard dimension cast into them. Replace any rotor that does not meet this specification. After refinishing the rotor, replace
The content of this article has been updated by manual update # 04-05-23-002A dated August 4, 2005 for Rotor Minimum Allowable Thickness Afte
Brake Shoe
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 25
Chevrolet Venture V6-3.4L VIN E 474
Minimum Linning Thickness ............................................................................................................................................................................ 0.030 in.
(Above Rivet Head or Backing Plate)
Brake Pipe Fittings at Brake Pressure Modulator Valve (BPMV) and Master Cylinder. 18 ft.lb
gc00ubody_5-132a
gc00ubody_5-132a
System Specifications
Compressor Mounting Bolts..........50 Nm 37 ft lb
Compressor Clutch
Compressor Clutch Gap
V5 Conventional Mount ..................................................................................................................................................................... 0.40 - 0.50 mm
V5 Direct Mount ........................................................................................................................................................................................... 0.40 mm
Front HVAC System Only (C60) without Heavy Duty Cooling (V08 9.5 qt (US)
Front and Rear HVAC System (C34) without Heavy Duty Cooling 12.1 qt (US)
(V08)
Front HVAC System Only (C60) with Heavy Duty Cooling (VO8) 10.5 qt (US)
Front and Rear HVAC System (C34) with Heavy Duty Cooling (V08) 13.2 qt (US)
Notice: This component uses torque-to-yield bolts. When servicing this component, do not re-use the bolts. New torque-to-yield bolts must be ins
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 29
Chevrolet Venture V6-3.4L VIN E 478
Tighten the NEW cylinder head bolts to 60 Nm (44 lb ft) in the order shown. Use the J 36660-A torque angle meter in order to rotate the cylinder
Part 1 of 2
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 31
Chevrolet Venture V6-3.4L VIN E 480
Part 2 of 2
Diameter 3.6228-3.6235 in
Diameter 3.6209-3.6216 in
Gaged on the skirt 13 mm (0.51 inch) below the centerline
of the piston pin bore
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 39
Chevrolet Venture V6-3.4L VIN E 488
Clearance 0.0013-0.0027 in
Diameter 0.9052-0.9054 in
Diameter 3.6209-3.6216 in
Gaged on the skirt 13 mm (0.51 inch) below the centerline
of the piston pin bore
Clearance 0.0013-0.0027 in
Notice: This component uses torque-to-yield bolts. When servicing this component, do not re-use the bolts. New torque-to-yield bolts must be ins
Tighten the NEW cylinder head bolts to 60 Nm (44 lb ft) in the order shown. Use the J 36660-A torque angle meter in order to rotate the cylinder
Valve Clearance
The manufacturer indicates that this vehicle has hydraulic lifters or adjusters and therefore does not require adjustment.
Engine Mount Strut and Lift Bracket Bolt - Engine Left Rear 52 ft.lb
The torque specification is a 2-step process; tighten the vertical lower intake manifold bolts (the four middle ones) to 7 Nm (62 lb in). Tighten the di
Knee Bolster
Heater Bolts/Screws
Core Line
Gear LashScrew2.5 Nm1.6 Nm0.0037-0.0077 inch
Clip
Side Marker
Heater Lamp
Inlet Pipe Screws Nut 71.5
Mounting NmNm
Headlamp
A/C Capsule
Compressor Screws
Hose 7 Nm
Block Fitting to Compressor Nut 22 Nm
Sealed
A/C Beams Headlamp
Compressor
Timing Screws
Hose Block
Chain Dampener 157ft.lb
BoltFitting Nm
to Accumulator Bolt 16 Nm
Exhaust
InflatableManifold
RestraintPipe
SideNut 26Sensor
Impact ft.lb (SIS) Fasteners 10 Nm
Coolant Temperature Sensor 17 ft.lb
Exhaust Manifold
Instrument Heat Shield
Panel Accessory BoltPlate Screws
Trim 89 in.lb
2 Nm
Crankshaft Position Sensor Bolt - Front Cover 89 in.lb
Exhaust Crossover
Instrument Pipe Heat Shield Bolt 89 in.lb
Panel Bolts/Screws 10 Nm
Crankshaft Position Sensor Stud - Side of Engine Block 98 in.lb
Chevrolet Venture V6-3.4L VIN E 495
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 47
Chevrolet Venture V6-3.4L VIN E 496
Crankshaft Position Sensor Wiring Bracket Bolt 37 ft.lb
Knock Sensor 19 Nm
Firing Order
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 48
Chevrolet Venture V6-3.4L VIN E 497
For number 1 cylinder location, See: Engine, Cooling and Exhaust/Engine/Tune-up and Engine Performance Checks/Ignition Timing/Number One C
See: Engine, Cooling and Exhaust/Engine/Tune-up and Engine Performance Checks/Ignition Cable
Idle Speed
Information not supplied by the manufacturer.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 49
Chevrolet Venture V6-3.4L VIN E 498
Throttle Cable/Linkage
Accelerator Cable Bracket Retaining Nuts and Bolts 10 N.m
Mini-Buckle Bolt 53 Nm
Model PG260 F1
Wear Limit
Important: This is a prevailing torque type fastener. This fastener may be reused ONLY if:
- The fastener and its counterpart are clean and free from rust
- The fastener develops 2 Nm (18 inch lbs.) of torque (drag) against its counterpart prior to the fastener seating. If the fastener does not mee
Wheel Nut Caps (Pontiac and Export Vehicles with Aluminum Wheels) 27 in.lb
Windows
Fastener Tightening Specifications
Compression Check
The lowest reading should not be less than 70 percent of the highest reading.
Engine Oil
For information regarding oil pressure specifications, refer to Lubrication System specifications. See: Engine, Cooling and Exhaust/Engine/Engine L
System Specifications
Bottom Pan Removal ................................................................................................................................................................................ 7.0L (7.4 qts.)
Complete Overhaul .................................................................................................................................................................................. 9.5L (10.0 qts)
Dry ........................................................................................................................................................................................................ 12.7L (13.4 qts.)
Fluid - A/T
Transmission Fluid
Pan Removal .............................................................................................................................................................................................. 7.0L (7.4 Qt)
Overhaul ................................................................................................................................................................................................... 9.5L (10.0 Qt)
Dry ......................................................................................................................................................................................................... 12.7L (13.4 Qt)
Engine Oil
Engine Oil
NOTE: ALL capacity specifications are approximate. When replacing or adding fluids, fill to the recommended level and recheck fluid level.
System Specifications
Front A/C ................................................................................................................................................................................................ 0.90 kg / 2.0 lb
Fluid - A/T
Transmission Fluid Type
Brake Fluid Type Delco Supreme II (R) Fluid, GM P/N 12377967 Or DOT-3 Equivalent
Engine Oil
Engine Oil
Refrigerant
Refrigerant Type ................................................................................................................................................................................................ R-134a
Refrigerant Oil
A/C System O-ring and
Fitting Lubricant .................................................................................................................................................................. 525 Viscosity Mineral Oil
Internal Lubricant
(Including Compressor) ............................................................................................................ Poly-Alkaline Glycol (PAG) Synthetic Refrigerant Oil
Wheel Bearing
On models with serviceable wheel bearings, use GC Wheel Bearing Grease.
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 2
Chevrolet Venture V6-3.4L VIN E 509
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 5
Chevrolet Venture V6-3.4L VIN E 512
Locations View
Locations View
Dome Lamp
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 7
Chevrolet Venture V6-3.4L VIN E 514
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 9
Chevrolet Venture V6-3.4L VIN E 516
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 10
Chevrolet Venture V6-3.4L VIN E 517
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 12
Chevrolet Venture V6-3.4L VIN E 519
Locations View
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Chevrolet Venture V6-3.4L VIN E 520
Locations View
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Chevrolet Venture V6-3.4L VIN E 521
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 15
Chevrolet Venture V6-3.4L VIN E 522
Locations View
Locations View
Below the IP, above the base of the steering column, left side of the steering column
Headlamp Position Lamp (Export)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 17
Chevrolet Venture V6-3.4L VIN E 524
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 19
Chevrolet Venture V6-3.4L VIN E 526
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 21
Chevrolet Venture V6-3.4L VIN E 528
Locations View
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Chevrolet Venture V6-3.4L VIN E 529
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 24
Chevrolet Venture V6-3.4L VIN E 531
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 25
Chevrolet Venture V6-3.4L VIN E 532
Locations View
Locations View
Center of the IP, mounted to the trim plate, near the windshield defrost vent
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 27
Chevrolet Venture V6-3.4L VIN E 534
Locations View
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Chevrolet Venture V6-3.4L VIN E 535
Locations View
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Chevrolet Venture V6-3.4L VIN E 536
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 32
Chevrolet Venture V6-3.4L VIN E 539
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 33
Chevrolet Venture V6-3.4L VIN E 540
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 34
Chevrolet Venture V6-3.4L VIN E 541
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 36
Chevrolet Venture V6-3.4L VIN E 543
Locations View
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Chevrolet Venture V6-3.4L VIN E 544
Locations View
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 40
Chevrolet Venture V6-3.4L VIN E 547
Locations View
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Chevrolet Venture V6-3.4L VIN E 548
Locations View
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Chevrolet Venture V6-3.4L VIN E 549
Locations View
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Chevrolet Venture V6-3.4L VIN E 550
Locations View
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Chevrolet Venture V6-3.4L VIN E 551
Locations View
Locations View
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Chevrolet Venture V6-3.4L VIN E 552
Locations View
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Chevrolet Venture V6-3.4L VIN E 553
Locations View
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Chevrolet Venture V6-3.4L VIN E 554
Locations View
Battery
Engine compartment, behind the right headlamp
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 48
Chevrolet Venture V6-3.4L VIN E 555
Locations View
Body Harness
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Chevrolet Venture V6-3.4L VIN E 556
Locations View
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Chevrolet Venture V6-3.4L VIN E 557
Locations View
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Chevrolet Venture V6-3.4L VIN E 558
Locations View
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Chevrolet Venture V6-3.4L VIN E 559
Locations View
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Chevrolet Venture V6-3.4L VIN E 560
Locations View
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Chevrolet Venture V6-3.4L VIN E 561
Locations View
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Chevrolet Venture V6-3.4L VIN E 562
Locations View
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Chevrolet Venture V6-3.4L VIN E 563
Locations View
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Chevrolet Venture V6-3.4L VIN E 564
Locations View
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Chevrolet Venture V6-3.4L VIN E 565
Locations View
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Chevrolet Venture V6-3.4L VIN E 566
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 60
Chevrolet Venture V6-3.4L VIN E 567
Locations View
Brake Modulator
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 61
Chevrolet Venture V6-3.4L VIN E 568
Locations View
Left side of the engine compartment, mounted to the brake master cylinder
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 62
Chevrolet Venture V6-3.4L VIN E 569
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 63
Chevrolet Venture V6-3.4L VIN E 570
Locations View
Cigar Lighter
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 64
Chevrolet Venture V6-3.4L VIN E 571
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 65
Chevrolet Venture V6-3.4L VIN E 572
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 66
Chevrolet Venture V6-3.4L VIN E 573
Locations View
Locations View
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Chevrolet Venture V6-3.4L VIN E 575
Locations View
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Chevrolet Venture V6-3.4L VIN E 576
Locations View
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Chevrolet Venture V6-3.4L VIN E 577
Locations View
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Chevrolet Venture V6-3.4L VIN E 578
Locations View
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Chevrolet Venture V6-3.4L VIN E 579
Locations View
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Chevrolet Venture V6-3.4L VIN E 580
Locations View
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Chevrolet Venture V6-3.4L VIN E 581
Locations View
Locations View
Locations View
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Chevrolet Venture V6-3.4L VIN E 584
Locations View
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Chevrolet Venture V6-3.4L VIN E 585
Locations View
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Chevrolet Venture V6-3.4L VIN E 586
Locations View
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Chevrolet Venture V6-3.4L VIN E 587
Locations View
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Chevrolet Venture V6-3.4L VIN E 588
Locations View
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Chevrolet Venture V6-3.4L VIN E 589
Locations View
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Chevrolet Venture V6-3.4L VIN E 590
Locations View
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Chevrolet Venture V6-3.4L VIN E 591
Locations View
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Chevrolet Venture V6-3.4L VIN E 592
Locations View
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Chevrolet Venture V6-3.4L VIN E 593
Locations View
Engine Harness
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Chevrolet Venture V6-3.4L VIN E 594
Locations View
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Chevrolet Venture V6-3.4L VIN E 595
Locations View
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Chevrolet Venture V6-3.4L VIN E 596
Locations View
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Chevrolet Venture V6-3.4L VIN E 597
Locations View
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Chevrolet Venture V6-3.4L VIN E 598
Locations View
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Chevrolet Venture V6-3.4L VIN E 599
Locations View
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Chevrolet Venture V6-3.4L VIN E 600
Locations View
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Chevrolet Venture V6-3.4L VIN E 601
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 95
Chevrolet Venture V6-3.4L VIN E 602
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 96
Chevrolet Venture V6-3.4L VIN E 603
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 97
Chevrolet Venture V6-3.4L VIN E 604
Locations View
Locations View
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Chevrolet Venture V6-3.4L VIN E 605
Locations View
Locations View
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Chevrolet Venture V6-3.4L VIN E 606
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 102
Chevrolet Venture V6-3.4L VIN E 609
Locations View
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Chevrolet Venture V6-3.4L VIN E 610
Locations View
Locations View
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Chevrolet Venture V6-3.4L VIN E 611
Locations View
Fuel Injectors
Top of the engine at each cylinder intake port
Fuel Level Sender
Mounted inside the fuel tank
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Chevrolet Venture V6-3.4L VIN E 612
Locations View
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Chevrolet Venture V6-3.4L VIN E 613
Locations View
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Chevrolet Venture V6-3.4L VIN E 614
Locations View
Fuel Tank
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Chevrolet Venture V6-3.4L VIN E 615
Locations View
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Chevrolet Venture V6-3.4L VIN E 616
Locations View
Locations View
Locations View
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Chevrolet Venture V6-3.4L VIN E 619
Locations View
Locations View
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Chevrolet Venture V6-3.4L VIN E 621
Locations View
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Chevrolet Venture V6-3.4L VIN E 622
Locations View
Headlamps
Front side of the vehicle
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Chevrolet Venture V6-3.4L VIN E 623
Locations View
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Chevrolet Venture V6-3.4L VIN E 624
Locations View
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Chevrolet Venture V6-3.4L VIN E 625
Locations View
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Chevrolet Venture V6-3.4L VIN E 626
Locations View
Horn, Left
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Chevrolet Venture V6-3.4L VIN E 627
Locations View
Front left side of the vehicle, mounted to the left side of the front lower crossmember
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 121
Chevrolet Venture V6-3.4L VIN E 628
Locations View
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Chevrolet Venture V6-3.4L VIN E 629
Locations View
Horn, Right
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Chevrolet Venture V6-3.4L VIN E 630
Locations View
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Chevrolet Venture V6-3.4L VIN E 631
Locations View
Front right side of the vehicle, mounted to the right side of the front lower crossmember
Locations View
I/P Harness
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Chevrolet Venture V6-3.4L VIN E 632
Locations View
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Chevrolet Venture V6-3.4L VIN E 633
Locations View
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Chevrolet Venture V6-3.4L VIN E 634
Locations View
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Chevrolet Venture V6-3.4L VIN E 635
Locations View
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Chevrolet Venture V6-3.4L VIN E 636
Locations View
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Chevrolet Venture V6-3.4L VIN E 637
Locations View
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Chevrolet Venture V6-3.4L VIN E 638
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 132
Chevrolet Venture V6-3.4L VIN E 639
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 133
Chevrolet Venture V6-3.4L VIN E 640
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 134
Chevrolet Venture V6-3.4L VIN E 641
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 135
Chevrolet Venture V6-3.4L VIN E 642
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 136
Chevrolet Venture V6-3.4L VIN E 643
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 137
Chevrolet Venture V6-3.4L VIN E 644
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 138
Chevrolet Venture V6-3.4L VIN E 645
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 139
Chevrolet Venture V6-3.4L VIN E 646
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 140
Chevrolet Venture V6-3.4L VIN E 647
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 141
Chevrolet Venture V6-3.4L VIN E 648
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 142
Chevrolet Venture V6-3.4L VIN E 649
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 143
Chevrolet Venture V6-3.4L VIN E 650
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 145
Chevrolet Venture V6-3.4L VIN E 652
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 146
Chevrolet Venture V6-3.4L VIN E 653
Locations View
Instrument Cluster
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 147
Chevrolet Venture V6-3.4L VIN E 654
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 149
Chevrolet Venture V6-3.4L VIN E 656
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 150
Chevrolet Venture V6-3.4L VIN E 657
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 151
Chevrolet Venture V6-3.4L VIN E 658
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 152
Chevrolet Venture V6-3.4L VIN E 659
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 153
Chevrolet Venture V6-3.4L VIN E 660
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 155
Chevrolet Venture V6-3.4L VIN E 662
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 156
Chevrolet Venture V6-3.4L VIN E 663
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 157
Chevrolet Venture V6-3.4L VIN E 664
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 158
Chevrolet Venture V6-3.4L VIN E 665
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 159
Chevrolet Venture V6-3.4L VIN E 666
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 160
Chevrolet Venture V6-3.4L VIN E 667
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 163
Chevrolet Venture V6-3.4L VIN E 670
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 165
Chevrolet Venture V6-3.4L VIN E 672
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 166
Chevrolet Venture V6-3.4L VIN E 673
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 167
Chevrolet Venture V6-3.4L VIN E 674
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 168
Chevrolet Venture V6-3.4L VIN E 675
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 169
Chevrolet Venture V6-3.4L VIN E 676
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 170
Chevrolet Venture V6-3.4L VIN E 677
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 171
Chevrolet Venture V6-3.4L VIN E 678
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 172
Chevrolet Venture V6-3.4L VIN E 679
Locations View
Locations View
For a Description of RPO Code(s) shown in this image refer to the RPO Code List found at Vehicle/Application and ID See: Application and
ID/RPO Codes
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 174
Chevrolet Venture V6-3.4L VIN E 681
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 175
Chevrolet Venture V6-3.4L VIN E 682
Locations View
Radio
Center of the IP console
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 176
Chevrolet Venture V6-3.4L VIN E 683
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 177
Chevrolet Venture V6-3.4L VIN E 684
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 179
Chevrolet Venture V6-3.4L VIN E 686
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 182
Chevrolet Venture V6-3.4L VIN E 689
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 185
Chevrolet Venture V6-3.4L VIN E 692
Locations View
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 189
Chevrolet Venture V6-3.4L VIN E 696
Locations View
Locations View
Engine compartment, connected to the underhood accessory wiring junction block, above the battery
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 191
Chevrolet Venture V6-3.4L VIN E 698
Locations View
Locations View
Behind the center of the IP, underside of the IP trim, near the windshield defrost vent
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 193
Chevrolet Venture V6-3.4L VIN E 700
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 194
Chevrolet Venture V6-3.4L VIN E 701
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 195
Chevrolet Venture V6-3.4L VIN E 702
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 196
Chevrolet Venture V6-3.4L VIN E 703
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 198
Chevrolet Venture V6-3.4L VIN E 705
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 200
Chevrolet Venture V6-3.4L VIN E 707
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 201
Chevrolet Venture V6-3.4L VIN E 708
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 202
Chevrolet Venture V6-3.4L VIN E 709
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 203
Chevrolet Venture V6-3.4L VIN E 710
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 204
Chevrolet Venture V6-3.4L VIN E 711
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 205
Chevrolet Venture V6-3.4L VIN E 712
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 206
Chevrolet Venture V6-3.4L VIN E 713
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 207
Chevrolet Venture V6-3.4L VIN E 714
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 208
Chevrolet Venture V6-3.4L VIN E 715
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 209
Chevrolet Venture V6-3.4L VIN E 716
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 210
Chevrolet Venture V6-3.4L VIN E 717
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 211
Chevrolet Venture V6-3.4L VIN E 718
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 212
Chevrolet Venture V6-3.4L VIN E 719
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 213
Chevrolet Venture V6-3.4L VIN E 720
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 214
Chevrolet Venture V6-3.4L VIN E 721
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 215
Chevrolet Venture V6-3.4L VIN E 722
Locations View
Locations View
Taillamp, Right
Rear of the vehicle, right side
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 217
Chevrolet Venture V6-3.4L VIN E 724
Locations View
Locations View
Right quarter trim panel, next to the [third row right seat]
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 219
Chevrolet Venture V6-3.4L VIN E 726
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 220
Chevrolet Venture V6-3.4L VIN E 727
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 222
Chevrolet Venture V6-3.4L VIN E 729
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 224
Chevrolet Venture V6-3.4L VIN E 731
Locations View
Locations View
Locations View
Video Screen
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 227
Chevrolet Venture V6-3.4L VIN E 734
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 228
Chevrolet Venture V6-3.4L VIN E 735
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 229
Chevrolet Venture V6-3.4L VIN E 736
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 230
Chevrolet Venture V6-3.4L VIN E 737
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 231
Chevrolet Venture V6-3.4L VIN E 738
Locations View
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 235
Chevrolet Venture V6-3.4L VIN E 742
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 236
Chevrolet Venture V6-3.4L VIN E 743
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 238
Chevrolet Venture V6-3.4L VIN E 745
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 240
Chevrolet Venture V6-3.4L VIN E 747
Locations View
Locations View
Locations View
Locations View
Locations View
For a Description of RPO Code(s) shown in this image refer to the RPO Code List found at Vehicle/Application and ID See: Application and
ID/RPO Codes
Electronic Brake Traction Control Module (EBCM), with (NW9)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 244
Chevrolet Venture V6-3.4L VIN E 751
Locations View
For a Description of RPO Code(s) shown in this image refer to the RPO Code List found at Vehicle/Application and ID See: Application and
ID/RPO Codes
Engine Coolant Level Indicator Module
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 245
Chevrolet Venture V6-3.4L VIN E 752
Locations View
Mounted to the rear right side of the radiator, below the radiator cap
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 246
Chevrolet Venture V6-3.4L VIN E 753
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 249
Chevrolet Venture V6-3.4L VIN E 756
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 251
Chevrolet Venture V6-3.4L VIN E 758
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 252
Chevrolet Venture V6-3.4L VIN E 759
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 253
Chevrolet Venture V6-3.4L VIN E 760
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 254
Chevrolet Venture V6-3.4L VIN E 761
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 256
Chevrolet Venture V6-3.4L VIN E 763
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 257
Chevrolet Venture V6-3.4L VIN E 764
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 259
Chevrolet Venture V6-3.4L VIN E 766
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 261
Chevrolet Venture V6-3.4L VIN E 768
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 262
Chevrolet Venture V6-3.4L VIN E 769
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 264
Chevrolet Venture V6-3.4L VIN E 771
Locations View
Part of the rear side door actuator motor, right quarter panel, above the wheelhouse
Tape Retract Module (TRM)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 265
Chevrolet Venture V6-3.4L VIN E 772
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 266
Chevrolet Venture V6-3.4L VIN E 773
Locations View
Underneath left side instrument panel, near left side of the Data Link Connector (DLC), taped to the VCP harness
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 267
Chevrolet Venture V6-3.4L VIN E 774
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 268
Chevrolet Venture V6-3.4L VIN E 775
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 269
Chevrolet Venture V6-3.4L VIN E 776
Locations View
Locations View
Locations View
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 273
Chevrolet Venture V6-3.4L VIN E 780
Starter Motor
Lower front of the engine
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 274
Chevrolet Venture V6-3.4L VIN E 781
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 275
Chevrolet Venture V6-3.4L VIN E 782
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 276
Chevrolet Venture V6-3.4L VIN E 783
Locations View
Locations View
Locations View
Locations View
Forward lamp harness, right side of the engine compartment, rearward of the Horn
Auto Level Control (ALC) Air Inflator Relay
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 280
Chevrolet Venture V6-3.4L VIN E 787
Locations View
Locations View
Locations View
Right side of Engine Compartment on the radiator support, inboard of the underhood accessory wiring junction block
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 283
Chevrolet Venture V6-3.4L VIN E 790
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 285
Chevrolet Venture V6-3.4L VIN E 792
Locations View
Above the park brake cable bracket, mounted to the electronic brake control module/electronic brake traction control module
Fuel Pump Relay (FPR)
Engine compartment, in the underhood accessory wiring junction block
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 286
Chevrolet Venture V6-3.4L VIN E 793
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 288
Chevrolet Venture V6-3.4L VIN E 795
Locations View
Relay Center
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 289
Chevrolet Venture V6-3.4L VIN E 796
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 290
Chevrolet Venture V6-3.4L VIN E 797
Locations View
Right side of IP, mounted to the bracket along with the BCM, near the rear top right side of the IP compartment
Retained Accessory Power (RAP) Relay
In the relay center
Theft Deterrent Relay
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 291
Chevrolet Venture V6-3.4L VIN E 798
Locations View
Part of the relay center, right side of the IP, mounted to the bracket along with the BCM, near the rear top right side of the IP compartment
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 292
Chevrolet Venture V6-3.4L VIN E 799
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 293
Chevrolet Venture V6-3.4L VIN E 800
Locations View
Locations View
Locations View
Note: The Camshaft Position (CMP) Sensor is located in the engine compartment, right side of the engine, above the A/C compressor clutch.
Crankshaft Position (CKP) Sensor (7X)
Lower rear of the engine
Crankshaft Position (CKP) Sensor (24X)
Right side of the engine, at the end of the crankshaft, behind the harmonic balancer
Daytime Running Lamp (DRL) Ambient Light Sensor
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 297
Chevrolet Venture V6-3.4L VIN E 804
Locations View
Center of IP, secured to the upper trim pad, near the windshield defrost vent
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 298
Chevrolet Venture V6-3.4L VIN E 805
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 300
Chevrolet Venture V6-3.4L VIN E 807
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 301
Chevrolet Venture V6-3.4L VIN E 808
Locations View
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 305
Chevrolet Venture V6-3.4L VIN E 812
Locations View
Locations View
Locations View
Locations View
Locations View
Locations View
Locations View
Lower right rear of the engine compartment, mounted to the right side of the transaxle
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 312
Chevrolet Venture V6-3.4L VIN E 819
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 313
Chevrolet Venture V6-3.4L VIN E 820
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 316
Chevrolet Venture V6-3.4L VIN E 823
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 317
Chevrolet Venture V6-3.4L VIN E 824
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 319
Chevrolet Venture V6-3.4L VIN E 826
Locations View
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 323
Chevrolet Venture V6-3.4L VIN E 830
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 324
Chevrolet Venture V6-3.4L VIN E 831
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 327
Chevrolet Venture V6-3.4L VIN E 834
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 328
Chevrolet Venture V6-3.4L VIN E 835
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 329
Chevrolet Venture V6-3.4L VIN E 836
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 330
Chevrolet Venture V6-3.4L VIN E 837
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 332
Chevrolet Venture V6-3.4L VIN E 839
Locations View
Locations View
Locations View
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 338
Chevrolet Venture V6-3.4L VIN E 845
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 341
Chevrolet Venture V6-3.4L VIN E 848
Locations View
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 345
Chevrolet Venture V6-3.4L VIN E 852
Locations View
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 349
Chevrolet Venture V6-3.4L VIN E 856
Locations View
Locations View
For a Description of RPO Code(s) shown in this image refer to the RPO Code List found at Vehicle/Application and ID See: Application and
ID/RPO Codes
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 351
Chevrolet Venture V6-3.4L VIN E 858
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 354
Chevrolet Venture V6-3.4L VIN E 861
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 356
Chevrolet Venture V6-3.4L VIN E 863
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 357
Chevrolet Venture V6-3.4L VIN E 864
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 358
Chevrolet Venture V6-3.4L VIN E 865
Locations View
Locations View
Locations View
Turn Sig. & HDLP Dimmer SW & W/S Wiper & W/S Washer SW
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 361
Chevrolet Venture V6-3.4L VIN E 868
Locations View
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 364
Chevrolet Venture V6-3.4L VIN E 871
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 365
Chevrolet Venture V6-3.4L VIN E 872
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 366
Chevrolet Venture V6-3.4L VIN E 873
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 367
Chevrolet Venture V6-3.4L VIN E 874
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 368
Chevrolet Venture V6-3.4L VIN E 875
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 369
Chevrolet Venture V6-3.4L VIN E 876
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 370
Chevrolet Venture V6-3.4L VIN E 877
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 371
Chevrolet Venture V6-3.4L VIN E 878
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 372
Chevrolet Venture V6-3.4L VIN E 879
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 373
Chevrolet Venture V6-3.4L VIN E 880
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 374
Chevrolet Venture V6-3.4L VIN E 881
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 375
Chevrolet Venture V6-3.4L VIN E 882
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 376
Chevrolet Venture V6-3.4L VIN E 883
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 377
Chevrolet Venture V6-3.4L VIN E 884
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 378
Chevrolet Venture V6-3.4L VIN E 885
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 379
Chevrolet Venture V6-3.4L VIN E 886
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 380
Chevrolet Venture V6-3.4L VIN E 887
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 381
Chevrolet Venture V6-3.4L VIN E 888
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 382
Chevrolet Venture V6-3.4L VIN E 889
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 383
Chevrolet Venture V6-3.4L VIN E 890
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 384
Chevrolet Venture V6-3.4L VIN E 891
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 385
Chevrolet Venture V6-3.4L VIN E 892
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 386
Chevrolet Venture V6-3.4L VIN E 893
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 387
Chevrolet Venture V6-3.4L VIN E 894
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 388
Chevrolet Venture V6-3.4L VIN E 895
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 389
Chevrolet Venture V6-3.4L VIN E 896
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 390
Chevrolet Venture V6-3.4L VIN E 897
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 391
Chevrolet Venture V6-3.4L VIN E 898
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 392
Chevrolet Venture V6-3.4L VIN E 899
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 393
Chevrolet Venture V6-3.4L VIN E 900
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 394
Chevrolet Venture V6-3.4L VIN E 901
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 396
Chevrolet Venture V6-3.4L VIN E 903
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 398
Chevrolet Venture V6-3.4L VIN E 905
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 399
Chevrolet Venture V6-3.4L VIN E 906
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 400
Chevrolet Venture V6-3.4L VIN E 907
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 401
Chevrolet Venture V6-3.4L VIN E 908
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 402
Chevrolet Venture V6-3.4L VIN E 909
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 403
Chevrolet Venture V6-3.4L VIN E 910
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 404
Chevrolet Venture V6-3.4L VIN E 911
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 405
Chevrolet Venture V6-3.4L VIN E 912
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 406
Chevrolet Venture V6-3.4L VIN E 913
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 407
Chevrolet Venture V6-3.4L VIN E 914
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 408
Chevrolet Venture V6-3.4L VIN E 915
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 409
Chevrolet Venture V6-3.4L VIN E 916
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 410
Chevrolet Venture V6-3.4L VIN E 917
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 411
Chevrolet Venture V6-3.4L VIN E 918
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 412
Chevrolet Venture V6-3.4L VIN E 919
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 413
Chevrolet Venture V6-3.4L VIN E 920
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 414
Chevrolet Venture V6-3.4L VIN E 921
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 415
Chevrolet Venture V6-3.4L VIN E 922
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 416
Chevrolet Venture V6-3.4L VIN E 923
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 417
Chevrolet Venture V6-3.4L VIN E 924
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 418
Chevrolet Venture V6-3.4L VIN E 925
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 419
Chevrolet Venture V6-3.4L VIN E 926
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 420
Chevrolet Venture V6-3.4L VIN E 927
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 421
Chevrolet Venture V6-3.4L VIN E 928
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 422
Chevrolet Venture V6-3.4L VIN E 929
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 423
Chevrolet Venture V6-3.4L VIN E 930
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 424
Chevrolet Venture V6-3.4L VIN E 931
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 425
Chevrolet Venture V6-3.4L VIN E 932
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 426
Chevrolet Venture V6-3.4L VIN E 933
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 427
Chevrolet Venture V6-3.4L VIN E 934
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 428
Chevrolet Venture V6-3.4L VIN E 935
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 429
Chevrolet Venture V6-3.4L VIN E 936
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 430
Chevrolet Venture V6-3.4L VIN E 937
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 431
Chevrolet Venture V6-3.4L VIN E 938
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 432
Chevrolet Venture V6-3.4L VIN E 939
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 433
Chevrolet Venture V6-3.4L VIN E 940
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 434
Chevrolet Venture V6-3.4L VIN E 941
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 435
Chevrolet Venture V6-3.4L VIN E 942
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 436
Chevrolet Venture V6-3.4L VIN E 943
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 437
Chevrolet Venture V6-3.4L VIN E 944
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 438
Chevrolet Venture V6-3.4L VIN E 945
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 439
Chevrolet Venture V6-3.4L VIN E 946
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 440
Chevrolet Venture V6-3.4L VIN E 947
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 441
Chevrolet Venture V6-3.4L VIN E 948
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 442
Chevrolet Venture V6-3.4L VIN E 949
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 443
Chevrolet Venture V6-3.4L VIN E 950
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 444
Chevrolet Venture V6-3.4L VIN E 951
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 445
Chevrolet Venture V6-3.4L VIN E 952
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 446
Chevrolet Venture V6-3.4L VIN E 953
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 447
Chevrolet Venture V6-3.4L VIN E 954
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 448
Chevrolet Venture V6-3.4L VIN E 955
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 449
Chevrolet Venture V6-3.4L VIN E 956
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 450
Chevrolet Venture V6-3.4L VIN E 957
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 451
Chevrolet Venture V6-3.4L VIN E 958
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 452
Chevrolet Venture V6-3.4L VIN E 959
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 453
Chevrolet Venture V6-3.4L VIN E 960
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 454
Chevrolet Venture V6-3.4L VIN E 961
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 455
Chevrolet Venture V6-3.4L VIN E 962
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 456
Chevrolet Venture V6-3.4L VIN E 963
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 457
Chevrolet Venture V6-3.4L VIN E 964
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 458
Chevrolet Venture V6-3.4L VIN E 965
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 459
Chevrolet Venture V6-3.4L VIN E 966
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 460
Chevrolet Venture V6-3.4L VIN E 967
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 461
Chevrolet Venture V6-3.4L VIN E 968
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 462
Chevrolet Venture V6-3.4L VIN E 969
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 463
Chevrolet Venture V6-3.4L VIN E 970
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 464
Chevrolet Venture V6-3.4L VIN E 971
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 465
Chevrolet Venture V6-3.4L VIN E 972
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 466
Chevrolet Venture V6-3.4L VIN E 973
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 467
Chevrolet Venture V6-3.4L VIN E 974
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 468
Chevrolet Venture V6-3.4L VIN E 975
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 469
Chevrolet Venture V6-3.4L VIN E 976
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 470
Chevrolet Venture V6-3.4L VIN E 977
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 471
Chevrolet Venture V6-3.4L VIN E 978
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 472
Chevrolet Venture V6-3.4L VIN E 979
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 473
Chevrolet Venture V6-3.4L VIN E 980
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 474
Chevrolet Venture V6-3.4L VIN E 981
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 475
Chevrolet Venture V6-3.4L VIN E 982
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 476
Chevrolet Venture V6-3.4L VIN E 983
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 477
Chevrolet Venture V6-3.4L VIN E 984
Locations View
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 478
Chevrolet Venture V6-3.4L VIN E 985
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 479
Chevrolet Venture V6-3.4L VIN E 986
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 480
Chevrolet Venture V6-3.4L VIN E 987
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 481
Chevrolet Venture V6-3.4L VIN E 988
Locations View
C101
(20 cavities) IP wiring harness to the engine wiring harness, in the lower left side of the engine compartment, near the EBCM
C102
(16 cavities) Engine wiring harness to the fuel injector wiring harness, top of the engine, near the generator next to C108
C105
(4 cavities) Engine wiring harness to the engine coolant fan wiring harness, behind the engine coolant fan 1 (left)
C111
(14 cavities) Engine wiring harness to the automatic transaxle wiring harness, lower left side of the engine compartment, front of the automatic
transaxle
C120
(3 cavities) IP wiring harness to the forward lamp wiring harness, between the battery and the windshield fluid reservoir
C171
(2 cavities) IP wiring harness to the left wheel speed sensor wiring harness, below the air cleaner assembly, mounted to the left inner fender
C172
(2 cavities) IP wiring harness to the right wheel speed sensor wiring harness, below the windshield fluid reservoir
C200
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 482
Chevrolet Venture V6-3.4L VIN E 989
Locations View
(56 cavities) IP wiring harness to the right side of the body wiring harness, behind the right side of the IP compartment, below P100
C201
(48 cavities) IP wiring harness to the steering column wiring harness, mounted to the left side of the steering column near the base
C203
(56 cavities) IP wiring harness to the left side of the body wiring harness, left side of the steering column, below P101
C205
(4 cavities) IP wiring harness to the steering wheel radio control wiring harness, mounted to the left side of the steering column near the base
C215
(2 cavities) Inflatable restraint wiring harness to the inflatable restraint steering wheel module wiring harness, mounted to the left side of the
steering column near base
C216
(2 cavities) Inflatable restraint wiring harness to the inflatable restraint P module wiring harness, near the front right side of the IP compartment
C217
(8 cavities) Video Entertainment harness to the video cassette player (VCP) jumper harness behind the VCP
C290
(1 cavity) Antenna coaxial cable wiring harness to the antenna coaxial cable wiring harness, behind the IP compartment
C301
(10 cavities) Body wiring harness to the left side door I wiring harness, behind the left kick panel, left of the parking brake
C302
(16 cavities) Body wiring harness to the right front side door wiring harness, behind the right kick panel
C303
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 483
Chevrolet Venture V6-3.4L VIN E 990
(16 cavities) Body wiring harness to the left front side door wiring harness, behind the left kick panel, left of the parking brake
C304
(10 cavities) Body wiring harness to the right front side door wiring harness, behind the right kick panel
C305
(12 cavities) Body wiring harness to the electronic brake control wiring harness and fuel sender wiring harness, mounted as a pass through, beneath
the vehicle behind the driver seat
C306
(2 cavities) Electronic brake control wiring harness to the right rear wheel speed sensor wiring harness, under the right side of the vehicle, front of
the right rear wheel
C308
(23 cavities) Body wiring harness to the roof wiring harness, inside the right B-pillar, behind the lower trim
C309
(2 cavities) Electronic Brake control wiring harness to the left rear wheel speed sensor wiring harness, under the left side of the vehicle, front of the
left rear wheel
C313
(2 cavities) Body wiring harness to the driver seat adjuster switch wiring harness, under the driver seat
C314
(2 cavities) Body wiring harness to the passenger seat adjuster switch wiring harness, under the passenger seat
C315
(4 cavities) Body wiring harness to the driver seat heater module wiring harness, under the driver seat
C316
(4 cavities) Body wiring harness to the passenger seat heater module wiring harness, under the passenger seat
C326
(4 cavities) Inside overhead console, in front of the video display bracket assembly, tucked underneath the headliner
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 484
Chevrolet Venture V6-3.4L VIN E 991
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 485
Chevrolet Venture V6-3.4L VIN E 992
Locations View
C328
(8 cavities) Inside overhead console, in front of the video display bracket assembly, tucked underneath the headliner
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 486
Chevrolet Venture V6-3.4L VIN E 993
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 487
Chevrolet Venture V6-3.4L VIN E 994
Locations View
C396
(1 cavity) Antenna coaxial cable wiring harness to the window radio antenna lead, above the roof headliner, center of the windshield
C400
(2 cavities) Body wiring harness to the liftgate wiring harness, above the right rear side of the roof headliner, near P406 and the liftgate
C401
(4 cavities) Body wiring harness to the liftgate wiring IP harness, above the left rear side of the roof headliner, near P405 and the liftgate
C402
(8 cavities) Body wiring harness to the liftgate wiring harness, above the right rear side of the roof headliner, near P406 and the liftgate
C403
(3 cavities) Body wiring harness to the liftgate wiring harness, above the left rear side of the roof headliner, near P405 and the liftgate
C405
(10 cavities) Body wiring harness to the auto level control wiring harness, behind the left quarter panel, behind the left rear wheelhouse
C407 Domestic
(6 cavities) Auto level control wiring harness to the trailer rear wiring harness, beneath the vehicle, near P403, near the left rear wheelhouse
C407 Export
(8 cavities) Auto level control wiring harness to the trailer rear wiring harness, beneath the vehicle, near P403, near the left rear wheelhouse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 488
Chevrolet Venture V6-3.4L VIN E 995
Locations View
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Chevrolet Venture V6-3.4L VIN E 996
Locations View
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Chevrolet Venture V6-3.4L VIN E 997
Locations View
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Chevrolet Venture V6-3.4L VIN E 998
Locations View
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Chevrolet Venture V6-3.4L VIN E 999
Locations View
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Chevrolet Venture V6-3.4L VIN E 1000
Locations View
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Chevrolet Venture V6-3.4L VIN E 1001
Locations View
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Chevrolet Venture V6-3.4L VIN E 1002
Locations View
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Chevrolet Venture V6-3.4L VIN E 1003
Locations View
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Chevrolet Venture V6-3.4L VIN E 1004
Locations View
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Chevrolet Venture V6-3.4L VIN E 1005
Locations View
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Chevrolet Venture V6-3.4L VIN E 1006
Locations View
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Chevrolet Venture V6-3.4L VIN E 1007
Locations View
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Chevrolet Venture V6-3.4L VIN E 1008
Locations View
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Chevrolet Venture V6-3.4L VIN E 1009
Locations View
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Chevrolet Venture V6-3.4L VIN E 1010
Locations View
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Chevrolet Venture V6-3.4L VIN E 1011
Locations View
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Chevrolet Venture V6-3.4L VIN E 1012
Locations View
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Chevrolet Venture V6-3.4L VIN E 1013
Locations View
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Chevrolet Venture V6-3.4L VIN E 1014
Locations View
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Chevrolet Venture V6-3.4L VIN E 1015
Locations View
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Chevrolet Venture V6-3.4L VIN E 1016
Locations View
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Chevrolet Venture V6-3.4L VIN E 1017
Locations View
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Chevrolet Venture V6-3.4L VIN E 1018
Locations View
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Chevrolet Venture V6-3.4L VIN E 1019
Locations View
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Chevrolet Venture V6-3.4L VIN E 1020
Locations View
G100
Battery grounded to the right inner fender, near the battery
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Chevrolet Venture V6-3.4L VIN E 1021
Locations View
G101
Front of the vehicle, right of the left headlamp, on the front upper crossmember
G102
Right side of the engine compartment, right inner fender, near the battery
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Chevrolet Venture V6-3.4L VIN E 1022
Locations View
G111
Engine compartment, left of the starter, along with the battery ground
G113
Engine compartment, left of the starter, along with the battery ground
G114
Engine compartment, left and above the starter, near the starter solenoid
G117
Engine compartment, left and above the starter, near the starter solenoid
G200
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Chevrolet Venture V6-3.4L VIN E 1023
Locations View
Right side of the IP, secured on the underside of the cross car beam, left of the heater-A/C vent
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Chevrolet Venture V6-3.4L VIN E 1024
Locations View
G210
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Chevrolet Venture V6-3.4L VIN E 1025
Locations View
Locations View
Locations View
On the right side of the bulkhead, left of the right strut tower
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Chevrolet Venture V6-3.4L VIN E 1032
Locations View
P400
Behind the right taillamp
P401
Behind the left taillamp
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Chevrolet Venture V6-3.4L VIN E 1033
Locations View
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Chevrolet Venture V6-3.4L VIN E 1034
Locations View
P405
Between the left side of the liftgate and the roof
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Chevrolet Venture V6-3.4L VIN E 1035
Locations View
P406
Between the right side of the liftgate and the roof
P500
Between the left A-pillar and the left front door
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Chevrolet Venture V6-3.4L VIN E 1036
Locations View
P600 - P699
Between the right A-pillar and the right front door
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Chevrolet Venture V6-3.4L VIN E 1037
Locations View
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Chevrolet Venture V6-3.4L VIN E 1038
Locations View
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Chevrolet Venture V6-3.4L VIN E 1048
Locations View
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Chevrolet Venture V6-3.4L VIN E 1049
Locations View
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Chevrolet Venture V6-3.4L VIN E 1052
Harness Routing Views (RF Wheel (LF Wheel Speed Sensor Similar))
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Chevrolet Venture V6-3.4L VIN E 1056
Locations View
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Chevrolet Venture V6-3.4L VIN E 1059
Harness Routing Views (Right Quarter Panel (Rear Side Door Actuator Motor))
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Chevrolet Venture V6-3.4L VIN E 1060
Locations View
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Chevrolet Venture V6-3.4L VIN E 1061
Locations View
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Chevrolet Venture V6-3.4L VIN E 1062
Harness Routing Views (RH Side Of IP, Bottom Of Cross Car Beam)
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Chevrolet Venture V6-3.4L VIN E 1066
Harness Routing Views (Video Cassette Player (VCP), Video Entertainment System (VES) Relay, And G210)
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Chevrolet Venture V6-3.4L VIN E 1071
Harness Routing Views (Video Entertainment System (VES) Relay And Splices)
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Chevrolet Venture V6-3.4L VIN E 1072
Locations View
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Chevrolet Venture V6-3.4L VIN E 1073
Locations View
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Chevrolet Venture V6-3.4L VIN E 1074
Locations View
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Chevrolet Venture V6-3.4L VIN E 1075
Locations View
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Chevrolet Venture V6-3.4L VIN E 1076
Locations View
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Chevrolet Venture V6-3.4L VIN E 1077
Vehicle: Diagrams
Utility/Van Zoning
All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the
vehicle. The following table explains the numbering system.
Electrical Symbols
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Chevrolet Venture V6-3.4L VIN E 1078
This service manual uses various symbols in order to describe different service operations.
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Chevrolet Venture V6-3.4L VIN E 1083
Conversion - English/Metric
Refer to Strategy Based Diagnosis in General Information in order to properly diagnose and repair the customer concern.
Checking Aftermarket Accessories
Do not connect aftermarket accessories into the following circuits:
- SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.
- OBDII circuits, all such circuits are indicated on circuit diagrams with the OBDII 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.
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.
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 two.
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 J 39200 DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse
with one of equal current rating.
Fusible Link
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 J 39200 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.
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient overload protection.
Circuit Testing
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Chevrolet Venture V6-3.4L VIN E 1087
The Circuit Testing section contains the following diagnostic testing information. Using this information along with the diagnostic procedures will
identify the cause of the electrical malfunction.
- Using Connector Test Adapters
- Probing Electrical Connectors
- Troubleshooting with a Digital Multimeter
- Troubleshooting with a Test Lamp
- Using Fused Jumper Wires
- Measuring Voltage
- Measuring Voltage Drop
- Measuring Frequency
- Testing for Continuity
- Testing for Short to Ground
- Testing for a Short to Voltage
Connector Position Assurance (CPA)
The Connector Position Assurance (CPA) is a small plastic insert that first 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.
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. Refer to Testing for Electrical Intermittents.
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 won't 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.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%. 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.
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.
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 0°F from one end and 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.
Intermittents
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Chevrolet Venture V6-3.4L VIN E 1088
Most intermittent 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. Refer to Testing for Proper Terminal Contact below for the specific
procedure.
- 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 Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to
voltage conditions.
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, 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.
Measuring Frequency
NOTE: Refer to Test Probe Notice in Service Precautions.
IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range.
The following procedure determines the difference in voltage potential between two points.
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-A 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.
Backprobe
Do not disconnect the connector and probe the terminals from the harness side (back) of the connector.
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.
Mixing 12 ounces of water with approximately 1 tablespoon of salt will yield a salt solution of 5%. 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.
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 three 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
NOTE: Refer to Test Probe Notice in Service Precautions.
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.
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 one lead of the test lamp to one 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 Intermittent and Poor Connections
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. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit.
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).
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.
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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 Proper Terminal Contact
It is important to test terminal contact at the component and any in-line 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, 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.
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 one lead of the DMM to one 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.
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 two 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. Refer to Probing Electrical Connectors.
- 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.
A test lamp can simply and quickly test a low impedance circuit for voltage.
The J 34142-B Test Lamp is Micro-Pack compatible and comprised of a 12 voltlight bulb with an attached pair of leads.
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.
IMPORTANT: Fusible links cut longer than 225 mm (approx. 9 inches) will not provide sufficient overload protection.
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 SIR/SRS circuit integrity
SIR/SRS System Wire Splice Repair
Apply a new splice (not sealed) from the J 38125-B 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.
IMPORTANT: Refer to Wiring Repairs in Diagrams 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 gauge size (0.5 mm, 0.8 mm, 1.0 mm
etc.). Use the sealed splices and splice crimping tool from the J 38125-B. 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
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Chevrolet Venture V6-3.4L VIN E 1094
must obtain a clean strip with all of the wire strands intact.
5. Use the Splice Crimp Tool from the J 38125-B 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.
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Chevrolet Venture V6-3.4L VIN E 1095
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:
- 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 Copper Wire Using Splice Clips
TOOLS REQUIRED
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.
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.
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.
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.
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.
Tools Required
J 38125-B Terminal Repair Kit
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 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 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.
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 manual
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
9. Tape the diode to the harness or connector using electrical tape.
IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape.
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Chevrolet Venture V6-3.4L VIN E 1099
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.
5. Tape over the entire cable. Use a winding motion when you apply the tape.
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-A 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.
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Chevrolet Venture V6-3.4L VIN E 1100
Using Fused Jumper Wires
IMPORTANT: A fused jumper may not protect solid state components from being damaged.
The J 36169-A fused jumper 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.
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.
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Chevrolet Venture V6-3.4L VIN E 1101
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. Refer to Wiring Repairs.
2. Ensure that the cable seal is kept on the terminal side of the splice.
3. Insert the lead from the back until it catches.
4. Install the TPA, CPA and/or the secondary locks.
Pull to Seat Connectors
TERMINAL REMOVAL
Follow the steps below in order to repair pull-to-seat connectors.
1. Remove the Terminal Position Assurance (TPA) device, the Connector Position Assurance (CPA) device, and/or the secondary lock.
2. Separate the connector halves.
3. Using the proper pick or removal tool (4) insert into the front of the connector body.
4. Grasp the wire at the back of the connector body and gently pull the terminal (1) from the connector body (3).
5. Inspect the terminal for damage, if damaged refer to Terminal Repair.
6. Reform the locking tang (2) if the terminal is being reused.
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.
TERMINAL INSTALLATION
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Chevrolet Venture V6-3.4L VIN E 1102
1. Inspect the terminal for damage. If damaged refer to Terminal Repair.
2. Reform the locking tang (2) if the terminal is being reused.
3. Ensure that the cable seal is kept on the terminal side of the splice.
4. Insert the wire into the back of the connector body. Push until the terminal locking tang locks into the connector body.
5. Install the TPA, CPA and/or the secondary locks.
- 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).
- Gently pull on the wire to remove the terminal through the back of the connector (2).
- Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals.
- Reform the lock tang (2) and reset terminal in connector body.
- Close secondary locks and join connector halves.
- Verify that circuit is complete and working satisfactorily.
- Perform system check.
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-B Terminal
Repair kit 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 gauge 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.
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Chevrolet Venture V6-3.4L VIN E 1103
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.
Automatic Transmission/Transaxle
Internal Components (1 of 2)
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Chevrolet Venture V6-3.4L VIN E 1116
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Chevrolet Venture V6-3.4L VIN E 1117
Internal Components (2 of 2)
Bottom Pan, Accumulator Cover and Manual 2-1 Band Servo Cover Bolt Locations
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Chevrolet Venture V6-3.4L VIN E 1123
Bushing Locations
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Chevrolet Venture V6-3.4L VIN E 1125
Bearing Locations
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Chevrolet Venture V6-3.4L VIN E 1126
Gasket Locations
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Chevrolet Venture V6-3.4L VIN E 1129
Oil Pump Drive Shaft and Drive Sprocket Support Fluid Passages
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Chevrolet Venture V6-3.4L VIN E 1142
Tripot Design-Halfshaft
Engine
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Chevrolet Venture V6-3.4L VIN E 1149
Steering Column
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Chevrolet Venture V6-3.4L VIN E 1154
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Chevrolet Venture V6-3.4L VIN E 1155
Steering Gear
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Chevrolet Venture V6-3.4L VIN E 1156
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Chevrolet Venture V6-3.4L VIN E 1157
Air Relay
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 113
Chevrolet Venture V6-3.4L VIN E 1189
Generator
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Chevrolet Venture V6-3.4L VIN E 1190
Rear Window Wiper/Washer And Multi-function Switch Connector C2 (Auxiliary Blower Switch)
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Chevrolet Venture V6-3.4L VIN E 1203
Cargo Lamp
Remote CD Changer
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Chevrolet Venture V6-3.4L VIN E 1211
Rear Window Wiper/Washer And Multi-function Switch Connector C2 (Auxiliary Blower Switch)
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Chevrolet Venture V6-3.4L VIN E 1214
LH IP Courtesy Lamp
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Chevrolet Venture V6-3.4L VIN E 1215
RH IP Courtesy Lamp
Interior Lamp and Multi-function Switch Connector C4 (Rear Quarter Window Switch)
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Chevrolet Venture V6-3.4L VIN E 1218
Dome Lamp
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Chevrolet Venture V6-3.4L VIN E 1223
LF Fog Lamp
RF Fog Lamp
Fuel Injector 1
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Chevrolet Venture V6-3.4L VIN E 1234
Fuel Injector 2
Fuel Injector 3
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Chevrolet Venture V6-3.4L VIN E 1235
Fuel Injector 4
Fuel Injector 5
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Chevrolet Venture V6-3.4L VIN E 1236
Fuel Injector 6
Relay Center(Domestic)
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Chevrolet Venture V6-3.4L VIN E 1238
Relay Center(Export)
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Chevrolet Venture V6-3.4L VIN E 1239
LH Headlamp
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Chevrolet Venture V6-3.4L VIN E 1248
RH Headlamp
LH Horn
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Chevrolet Venture V6-3.4L VIN E 1250
RH Horn
LH License Lamp
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Chevrolet Venture V6-3.4L VIN E 1258
RH License Lamp
LF Side Marker
RF Side Marker
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Chevrolet Venture V6-3.4L VIN E 1262
LF Park/Turn Lamp
RF Park/Turn Lamp
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 191
Chevrolet Venture V6-3.4L VIN E 1267
LH Radio Speaker
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 199
Chevrolet Venture V6-3.4L VIN E 1275
Radio C1
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 201
Chevrolet Venture V6-3.4L VIN E 1277
RH Radio Speaker
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 202
Chevrolet Venture V6-3.4L VIN E 1278
C314
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Chevrolet Venture V6-3.4L VIN E 1281
LH Taillamp
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Chevrolet Venture V6-3.4L VIN E 1288
RH Taillamp
LF Park/Turn Lamp
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 216
Chevrolet Venture V6-3.4L VIN E 1292
RF Park/Turn Lamp
LF Window Switch
RF Window Switch
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 221
Chevrolet Venture V6-3.4L VIN E 1297
Cell References
CELL REFERENCES
General Motors vehicles often use "CELL" references in their electrical wiring diagrams. These references are used in the Original Equipment
Manual to refer to a section in the manual and not a specific diagram(s).
For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In the
example, "Section 20" is the engine control section of the manual.
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Chevrolet Venture V6-3.4L VIN E 1301
To navigate through these "Cell" references start at the vehicle level and go to: Diagrams / Electrical Diagrams - for a complete list of the
diagrams available for the vehicle. Choose the system you are working on and view those diagrams.
Note: If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when
the results are displayed note the path displayed. This will show the system the component belongs in.
ABS Schematics (ABS/TCS Schematics): ABS Module, Ground, Instrument Cluster, PCM, Power, TCS
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 231
Chevrolet Venture V6-3.4L VIN E 1307
ABS Schematics (ABS/TCS Schematics): ABS Module, DLC Ground, Instrument Cluster, PCM, Power, Stop Lamp Switch
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 232
Chevrolet Venture V6-3.4L VIN E 1308
ABS Schematics (ABS/TCS Schematics): ABS Module, Ground, Instrument Cluster, PCM, Power, TCS
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Chevrolet Venture V6-3.4L VIN E 1310
System Diagram
For information regarding Diagrams for this system, please refer to Transmission Control Systems diagrams. See: Powertrain
Management/Transmission Control Systems/Diagrams/Electrical Diagrams
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Chevrolet Venture V6-3.4L VIN E 1312
Schematic
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Chevrolet Venture V6-3.4L VIN E 1313
Schematic
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Chevrolet Venture V6-3.4L VIN E 1315
Schematic
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Chevrolet Venture V6-3.4L VIN E 1317
Schematic
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Chevrolet Venture V6-3.4L VIN E 1318
Schematic
Schematic
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Chevrolet Venture V6-3.4L VIN E 1320
Defogger Schematics
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Chevrolet Venture V6-3.4L VIN E 1327
Schematic
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Chevrolet Venture V6-3.4L VIN E 1328
Engine Controls Schematics: Engine Data Sensors, A/C Refrig Press, TP, MAP, ECT, IAT
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Chevrolet Venture V6-3.4L VIN E 1329
Compressor HVAC
For further information regarding this component and the system that it is a part of please refer to Diagrams See: Heating and Air
Conditioning/Diagrams/Electrical Diagrams
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Chevrolet Venture V6-3.4L VIN E 1336
Instrument Cluster: Analog Schematics (Power, Ground Class 2 Data Line, Gauges)
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Chevrolet Venture V6-3.4L VIN E 1340
Schematic
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Chevrolet Venture V6-3.4L VIN E 1344
Schematic
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Chevrolet Venture V6-3.4L VIN E 1346
Exterior Lights Schematics (Domestic): DRL Ambient Light Sensor, DRL Control Module
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 271
Chevrolet Venture V6-3.4L VIN E 1347
Fog Lights Schematics (Rear Foglights - Export) (Fog Lights Schematics (Rear Fog Lights-Export 1 Of 2))
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Chevrolet Venture V6-3.4L VIN E 1349
Fog Lights Schematics (Rear Foglights - Export) (Fog Lights Schematics (Rear Fog Lights-Export 2 Of 2))
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 274
Chevrolet Venture V6-3.4L VIN E 1350
Exterior Lights Schematics (Domestic) (Hazard Lamp/Turn Signal Flasher, Turn Signal Switch)
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Chevrolet Venture V6-3.4L VIN E 1353
Headlights Schematics (Domestic): Park Brake Indicator Switch, DRL Ambient Light Sensor
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Chevrolet Venture V6-3.4L VIN E 1354
Headlights Schematics (Export W/DRL) (Headlights Schematics (Daytime Running Lights-Export 1 Of 3))
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 282
Chevrolet Venture V6-3.4L VIN E 1358
Headlights Schematics (Export W/DRL) (Headlights Schematics (Daytime Running Lights-Export 2 Of 3))
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 283
Chevrolet Venture V6-3.4L VIN E 1359
Headlights Schematics (Export W/DRL) (Headlights Schematics (Daytime Running Lights-Export 3 Of 3))
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Chevrolet Venture V6-3.4L VIN E 1360
Exterior Lights Schematics (Domestic): Stoplamp Switch, Center High Mounted Stop Lamp
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Chevrolet Venture V6-3.4L VIN E 1362
Exterior Lights Schematics (Export): Hazard Lamp/Turn Signal Flasher, Turn Signal Switch-Export
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Chevrolet Venture V6-3.4L VIN E 1364
Exterior Lights Schematics (Export) (Export Turn And Side Marker Lamps)
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Chevrolet Venture V6-3.4L VIN E 1369
Interior Lights Dimming Schematics: Headlamp And IP Lamp Dimmer Switch, Driver Information Display
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Chevrolet Venture V6-3.4L VIN E 1371
Interior Lights Dimming Schematics: Heater-A/C Control Switches And Instrument Cluster
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 296
Chevrolet Venture V6-3.4L VIN E 1372
Interior Lights Dimming Schematics: Interior Lamp And Multifunction Switch, Right Rear Door Latch, Release Actuator Switch
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 297
Chevrolet Venture V6-3.4L VIN E 1373
Interior Lights Dimming Schematics: Rear Window Wiper/Washer And Multifunction Switch, Window Switches, Door Lock Switches
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 298
Chevrolet Venture V6-3.4L VIN E 1374
Interior Lights Schematics: Door Locks, Sliding Door Jamb Switches, Liftgate Door Lock
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 299
Chevrolet Venture V6-3.4L VIN E 1375
Interior Lights Schematics: Interior Lamp And Multifunction Switch, Sunshade Lighted Vanity Mirror
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 301
Chevrolet Venture V6-3.4L VIN E 1377
Schematic
Cargo Lamp
For further information regarding this component please refer to Lighting and Horns System Information. See See: Lighting and
Horns/Diagrams/Electrical Diagrams
Reference to System Information
For further information regarding this component please refer to Lighting and Horns System Information. See See: Lighting and
Horns/Diagrams/Electrical Diagrams
Courtesy Lamp
For further information regarding this component please refer to Lighting and Horns System Information. See See: Lighting and
Horns/Diagrams/Electrical Diagrams
Daytime Running Lamp
Refer to "Lighting and Horns" See: Lighting and Horns/Diagrams/Electrical Diagrams
Dimmer Switch
For further information regarding this component please refer to Lighting and Horns System Information. See See: Lighting and
Horns/Diagrams/Electrical Diagrams
Dome Lamp
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 303
Chevrolet Venture V6-3.4L VIN E 1379
For further information regarding this component please refer to Lighting and Horns System Information. See See: Lighting and
Horns/Diagrams/Electrical Diagrams
Fog/Driving Lamp
For further information regarding this component please refer to Lighting and Horns System Information. See See: Lighting and
Horns/Diagrams/Electrical Diagrams
Hazard Warning Lamps
For further information regarding this component please refer to Lighting and Horns System Information. See See: Lighting and
Horns/Diagrams/Electrical Diagrams
Headlamp
Refer to "Lighting and Horns" See: Lighting and Horns/Diagrams/Electrical Diagrams
Schematic
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 317
Chevrolet Venture V6-3.4L VIN E 1393
Engine Controls Schematics: IAC Valve, EBTCM, Engine Oil Level Sensor
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 318
Chevrolet Venture V6-3.4L VIN E 1394
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 319
Chevrolet Venture V6-3.4L VIN E 1395
Engine Controls Schematics: Engine Data Sensors, MAF, EVAP Switch, EVAP Valve, EGR
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 320
Chevrolet Venture V6-3.4L VIN E 1396
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 321
Chevrolet Venture V6-3.4L VIN E 1397
Engine Controls Schematics: Engine Data Sensors, MAF, EVAP Switch, EVAP Valve, EGR
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 322
Chevrolet Venture V6-3.4L VIN E 1398
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 323
Chevrolet Venture V6-3.4L VIN E 1399
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 324
Chevrolet Venture V6-3.4L VIN E 1400
Engine Controls Schematics: Engine Data Sensors, A/C Refrig Press, TP, MAP, ECT, IAT
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 325
Chevrolet Venture V6-3.4L VIN E 1401
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 326
Chevrolet Venture V6-3.4L VIN E 1402
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 330
Chevrolet Venture V6-3.4L VIN E 1406
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 331
Chevrolet Venture V6-3.4L VIN E 1407
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 332
Chevrolet Venture V6-3.4L VIN E 1408
Engine Controls Schematics: IAC Valve, EBTCM, Engine Oil Level Sensor
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 335
Chevrolet Venture V6-3.4L VIN E 1411
Body Control Module Schematics (BCM: Ignition Input, Door Locks, Exterior Lamps Output)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 338
Chevrolet Venture V6-3.4L VIN E 1414
Engine Controls Schematics: Engine Data Sensors, MAF, EVAP Switch, EVAP Valve, EGR
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 339
Chevrolet Venture V6-3.4L VIN E 1415
Schematic
Schematic
Transmission Controls
For information regarding Diagrams for this system, please refer to Transmission Control Systems diagrams. See: Powertrain
Management/Transmission Control Systems/Diagrams/Electrical Diagrams
System Diagram
For information regarding diagrams for this component, please refer to Powertrain Managment Diagrams. See: Powertrain
Management/Diagrams/Electrical Diagrams
Air Flow Meter/Sensor
For information regarding diagrams for this component, please refer to Powertrain Managment Diagrams. See: Powertrain
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 343
Chevrolet Venture V6-3.4L VIN E 1419
Management/Diagrams/Electrical Diagrams
Body Control Module Schematics (BCM: Interior Lights On Request, Horn Control)
Schematic
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 345
Chevrolet Venture V6-3.4L VIN E 1421
Schematic
Schematic
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 346
Chevrolet Venture V6-3.4L VIN E 1422
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 348
Chevrolet Venture V6-3.4L VIN E 1424
Schematic
Engine Controls Schematics: Engine Data Sensors, MAF, EVAP Switch, EVAP Valve, EGR
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 351
Chevrolet Venture V6-3.4L VIN E 1427
Schematic
System Diagram
For information regarding diagrams for this component, please refer to Powertrain Managment Diagrams. See: Powertrain
Management/Diagrams/Electrical Diagrams
Fuel Injector
For information regarding diagrams for this component, please refer to Powertrain Managment Diagrams. See: Powertrain
Management/Diagrams/Electrical Diagrams
System Diagram
For information regarding diagrams for this component, please refer to Powertrain Managment Diagrams. See: Powertrain
Management/Diagrams/Electrical Diagrams
Fuel Pump Relay
For information regarding diagrams for this component, please refer to Powertrain Managment Diagrams. See: Powertrain
Management/Diagrams/Electrical Diagrams
Ignition System
For information regarding diagrams for this component, please refer to Powertrain Managment Diagrams. See: Powertrain
Management/Diagrams/Electrical Diagrams
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 352
Chevrolet Venture V6-3.4L VIN E 1428
Radio/Audio System Schematics: Right And Left Radio Liftgate Speaker (Base)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 358
Chevrolet Venture V6-3.4L VIN E 1434
Radio/Audio System Schematics: Right And Left Radio Liftgate Speaker (Uplevel)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 359
Chevrolet Venture V6-3.4L VIN E 1435
Video System Schematics: Video Cassette Player (VCP) To Auxiliary Video Module (AVM) Inputs)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 363
Chevrolet Venture V6-3.4L VIN E 1439
Rear Defogger
For information regarding this component and the system that it is a part of, please refer to Heated Glass Element, See: Windows and
Glass/Heated Glass Element/Diagrams/Electrical Diagrams
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 371
Chevrolet Venture V6-3.4L VIN E 1447
Heated Seats Schematics: Driver Seat Heater Module, Heated Seat Switches
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 375
Chevrolet Venture V6-3.4L VIN E 1451
Power Sliding Door (PSD) Schematics: PSD Switches, Transaxle Range Switch, RKE
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 378
Chevrolet Venture V6-3.4L VIN E 1454
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 381
Chevrolet Venture V6-3.4L VIN E 1457
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 382
Chevrolet Venture V6-3.4L VIN E 1458
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 384
Chevrolet Venture V6-3.4L VIN E 1460
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 385
Chevrolet Venture V6-3.4L VIN E 1461
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
General Information
Schematics break the electrical system into individual circuits, showing the electrical current paths when a circuit is operating properly. Wiring
circuits that are continued with references, "A - Z" and "AB - AZ" are linked directly to the continuation of that circuit. These links can be
especially useful in identifying the power distribution and circuit protection devices between the component and the battery, or the connectors and
splices between the component and its ground.
These references can be followed by clicking on the highlighted portion of the diagram, which will take you from one end of the circuit to the other.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 386
Chevrolet Venture V6-3.4L VIN E 1462
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 387
Chevrolet Venture V6-3.4L VIN E 1463
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 388
Chevrolet Venture V6-3.4L VIN E 1464
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 389
Chevrolet Venture V6-3.4L VIN E 1465
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 390
Chevrolet Venture V6-3.4L VIN E 1466
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 391
Chevrolet Venture V6-3.4L VIN E 1467
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 392
Chevrolet Venture V6-3.4L VIN E 1468
Power Distribution Schematics: HVAC/DIC/DRL/Heated Seat, HVAC Blower And RR HVAC/TEMP CONT Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 393
Chevrolet Venture V6-3.4L VIN E 1469
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 394
Chevrolet Venture V6-3.4L VIN E 1470
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 395
Chevrolet Venture V6-3.4L VIN E 1471
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 396
Chevrolet Venture V6-3.4L VIN E 1472
stribution Schematics: (Export Only) LH T/LP, RH T/LP, LH HEAD LP High, RH HEAD LP High, LH Head LP Low, And RH Head LP L
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 397
Chevrolet Venture V6-3.4L VIN E 1473
stribution Schematics: (Export Only) LH T/LP, RH T/LP, LH HEAD LP High, RH HEAD LP High, LH Head LP Low, And RH Head LP L
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 398
Chevrolet Venture V6-3.4L VIN E 1474
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 399
Chevrolet Venture V6-3.4L VIN E 1475
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 400
Chevrolet Venture V6-3.4L VIN E 1476
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 401
Chevrolet Venture V6-3.4L VIN E 1477
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 402
Chevrolet Venture V6-3.4L VIN E 1478
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 404
Chevrolet Venture V6-3.4L VIN E 1480
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 405
Chevrolet Venture V6-3.4L VIN E 1481
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 407
Chevrolet Venture V6-3.4L VIN E 1483
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 408
Chevrolet Venture V6-3.4L VIN E 1484
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 409
Chevrolet Venture V6-3.4L VIN E 1485
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 410
Chevrolet Venture V6-3.4L VIN E 1486
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 411
Chevrolet Venture V6-3.4L VIN E 1487
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 412
Chevrolet Venture V6-3.4L VIN E 1488
Power Distribution Schematics: Under Accessory Wiring Junction Block And IGN 1 Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 414
Chevrolet Venture V6-3.4L VIN E 1490
Power Distribution Schematics: Under Accessory Wiring Junction Block And INJ Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 415
Chevrolet Venture V6-3.4L VIN E 1491
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 416
Chevrolet Venture V6-3.4L VIN E 1492
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 419
Chevrolet Venture V6-3.4L VIN E 1495
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 420
Chevrolet Venture V6-3.4L VIN E 1496
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 421
Chevrolet Venture V6-3.4L VIN E 1497
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 423
Chevrolet Venture V6-3.4L VIN E 1499
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 424
Chevrolet Venture V6-3.4L VIN E 1500
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 425
Chevrolet Venture V6-3.4L VIN E 1501
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 426
Chevrolet Venture V6-3.4L VIN E 1502
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 428
Chevrolet Venture V6-3.4L VIN E 1504
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 429
Chevrolet Venture V6-3.4L VIN E 1505
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 430
Chevrolet Venture V6-3.4L VIN E 1506
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 431
Chevrolet Venture V6-3.4L VIN E 1507
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 432
Chevrolet Venture V6-3.4L VIN E 1508
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 433
Chevrolet Venture V6-3.4L VIN E 1509
Power Distribution Schematics: HVAC/DIC/DRL/Heated Seat, HVAC Blower And RR HVAC/TEMP CONT Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 434
Chevrolet Venture V6-3.4L VIN E 1510
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 435
Chevrolet Venture V6-3.4L VIN E 1511
Power Distribution Schematics: HVAC/DIC/DRL/Heated Seat, HVAC Blower And RR HVAC/TEMP CONT Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 436
Chevrolet Venture V6-3.4L VIN E 1512
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 438
Chevrolet Venture V6-3.4L VIN E 1514
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 439
Chevrolet Venture V6-3.4L VIN E 1515
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 442
Chevrolet Venture V6-3.4L VIN E 1518
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 444
Chevrolet Venture V6-3.4L VIN E 1520
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 446
Chevrolet Venture V6-3.4L VIN E 1522
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 447
Chevrolet Venture V6-3.4L VIN E 1523
Power Distribution Schematics: HVAC/DIC/DRL/Heated Seat, HVAC Blower And RR HVAC/TEMP CONT Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 448
Chevrolet Venture V6-3.4L VIN E 1524
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 451
Chevrolet Venture V6-3.4L VIN E 1527
Power Distribution Schematics: HVAC/DIC/DRL/Heated Seat, HVAC Blower And RR HVAC/TEMP CONT Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 452
Chevrolet Venture V6-3.4L VIN E 1528
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 453
Chevrolet Venture V6-3.4L VIN E 1529
Power Distribution Schematics: HVAC/DIC/DRL/Heated Seat, HVAC Blower And RR HVAC/TEMP CONT Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 454
Chevrolet Venture V6-3.4L VIN E 1530
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 455
Chevrolet Venture V6-3.4L VIN E 1531
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 456
Chevrolet Venture V6-3.4L VIN E 1532
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 457
Chevrolet Venture V6-3.4L VIN E 1533
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 458
Chevrolet Venture V6-3.4L VIN E 1534
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 460
Chevrolet Venture V6-3.4L VIN E 1536
Power Distribution Schematics: Under Accessory Wiring Junction Block And IGN 1 Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 461
Chevrolet Venture V6-3.4L VIN E 1537
Power Distribution Schematics: Under Accessory Wiring Junction Block And INJ Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 463
Chevrolet Venture V6-3.4L VIN E 1539
stribution Schematics: (Export Only) LH T/LP, RH T/LP, LH HEAD LP High, RH HEAD LP High, LH Head LP Low, And RH Head LP L
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 464
Chevrolet Venture V6-3.4L VIN E 1540
stribution Schematics: (Export Only) LH T/LP, RH T/LP, LH HEAD LP High, RH HEAD LP High, LH Head LP Low, And RH Head LP L
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 465
Chevrolet Venture V6-3.4L VIN E 1541
stribution Schematics: (Export Only) LH T/LP, RH T/LP, LH HEAD LP High, RH HEAD LP High, LH Head LP Low, And RH Head LP L
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 466
Chevrolet Venture V6-3.4L VIN E 1542
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 467
Chevrolet Venture V6-3.4L VIN E 1543
General Information
Schematics break the electrical system into individual circuits, showing the electrical current paths when a circuit is operating properly. Wiring
circuits that are continued with references, "A - Z" and "AB - AZ" are linked directly to the continuation of that circuit. These links can be
especially useful in identifying the power distribution and circuit protection devices between the component and the battery, or the connectors and
splices between the component and its ground.
These references can be followed by clicking on the highlighted portion of the diagram, which will take you from one end of the circuit to the other.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 469
Chevrolet Venture V6-3.4L VIN E 1545
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 471
Chevrolet Venture V6-3.4L VIN E 1547
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 474
Chevrolet Venture V6-3.4L VIN E 1550
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 475
Chevrolet Venture V6-3.4L VIN E 1551
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 479
Chevrolet Venture V6-3.4L VIN E 1555
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 480
Chevrolet Venture V6-3.4L VIN E 1556
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 484
Chevrolet Venture V6-3.4L VIN E 1560
Power Distribution Schematics: HVAC/DIC/DRL/Heated Seat, HVAC Blower And RR HVAC/TEMP CONT Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 486
Chevrolet Venture V6-3.4L VIN E 1562
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 488
Chevrolet Venture V6-3.4L VIN E 1564
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 490
Chevrolet Venture V6-3.4L VIN E 1566
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 493
Chevrolet Venture V6-3.4L VIN E 1569
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 496
Chevrolet Venture V6-3.4L VIN E 1572
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 498
Chevrolet Venture V6-3.4L VIN E 1574
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 500
Chevrolet Venture V6-3.4L VIN E 1576
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 502
Chevrolet Venture V6-3.4L VIN E 1578
Power Distribution Schematics: Under Accessory Wiring Junction Block And IGN 1 Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 505
Chevrolet Venture V6-3.4L VIN E 1581
Power Distribution Schematics: Under Accessory Wiring Junction Block And INJ Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 507
Chevrolet Venture V6-3.4L VIN E 1583
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 512
Chevrolet Venture V6-3.4L VIN E 1588
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 513
Chevrolet Venture V6-3.4L VIN E 1589
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 514
Chevrolet Venture V6-3.4L VIN E 1590
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 515
Chevrolet Venture V6-3.4L VIN E 1591
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 516
Chevrolet Venture V6-3.4L VIN E 1592
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 517
Chevrolet Venture V6-3.4L VIN E 1593
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 518
Chevrolet Venture V6-3.4L VIN E 1594
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 519
Chevrolet Venture V6-3.4L VIN E 1595
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 520
Chevrolet Venture V6-3.4L VIN E 1596
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 521
Chevrolet Venture V6-3.4L VIN E 1597
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 522
Chevrolet Venture V6-3.4L VIN E 1598
stribution Schematics: (Export Only) LH T/LP, RH T/LP, LH HEAD LP High, RH HEAD LP High, LH Head LP Low, And RH Head LP L
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 523
Chevrolet Venture V6-3.4L VIN E 1599
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 524
Chevrolet Venture V6-3.4L VIN E 1600
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 525
Chevrolet Venture V6-3.4L VIN E 1601
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 526
Chevrolet Venture V6-3.4L VIN E 1602
Power Distribution Schematics: HVAC/DIC/DRL/Heated Seat, HVAC Blower And RR HVAC/TEMP CONT Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 527
Chevrolet Venture V6-3.4L VIN E 1603
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 528
Chevrolet Venture V6-3.4L VIN E 1604
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 530
Chevrolet Venture V6-3.4L VIN E 1606
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 531
Chevrolet Venture V6-3.4L VIN E 1607
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 532
Chevrolet Venture V6-3.4L VIN E 1608
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 533
Chevrolet Venture V6-3.4L VIN E 1609
Power Distribution Schematics: Stop Lamp, Hazard, And PassKey Fuses, FRT HVAC MI BLWR And Headlamp Circuit Breakers
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 536
Chevrolet Venture V6-3.4L VIN E 1612
Power Distribution Schematics: HVAC/DIC/DRL/Heated Seat, HVAC Blower And RR HVAC/TEMP CONT Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 537
Chevrolet Venture V6-3.4L VIN E 1613
ower Distribution Schematics: Ignition Switch, IGN Main 2, BCM PRORM, RR WPR/WSHR, MALL/Cluster And FRT/WPR/WSHR Fuse
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 538
Chevrolet Venture V6-3.4L VIN E 1614
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 539
Chevrolet Venture V6-3.4L VIN E 1615
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 540
Chevrolet Venture V6-3.4L VIN E 1616
Power Distribution Schematics: IGN, SIR, T/S/G, Cruise, And PCM/PassKey 1 Cluster Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 542
Chevrolet Venture V6-3.4L VIN E 1618
Power Distribution Schematics: Ignition Switch IGN Main Relay, IGN Main 1, PCM/ABS, CONVENT SOL, DRL, And PCM/Crank Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 551
Chevrolet Venture V6-3.4L VIN E 1627
stribution Schematics: Cluster BATT, RR PWR SCKT, PWR Lock, Rap Relay, CTSY Lamp, FRT PWR SCKT, Cigar/DLC And PWR Mir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 552
Chevrolet Venture V6-3.4L VIN E 1628
bution Schematics: BATT Main 2, Headlamps, ELC/Trailer, RR Defog/HTP Mirrors And RR Fog LP Fuses And PWR/Heated Seat PSD Cir
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 554
Chevrolet Venture V6-3.4L VIN E 1630
Power Distribution Schematics: Underhood Accessory Wiring Junction Block, Relay Center, PWR WDO And PWR OTR Vent Fuses
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 556
Chevrolet Venture V6-3.4L VIN E 1632
System Diagram
For information regarding diagrams refer to Starting and Charging diagrams.
See: Starting and Charging/Diagrams/Electrical Diagrams
Alternator
For information regarding diagrams for this system, please refer to Starting and Charging diagrams. See: Starting and Charging/Diagrams/Electrical
Diagrams
System Diagram
For information regarding diagrams for this system, please refer to Starting and Charging diagrams. See: Starting and Charging/Diagrams/Electrical
Diagrams
Starter Motor
For information regarding diagrams refer to Starting and Charging diagrams.
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Chevrolet Venture V6-3.4L VIN E 1650
See: Starting and Charging/Diagrams/Electrical Diagrams
Drive Belt
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 596
Chevrolet Venture V6-3.4L VIN E 1672
Timing Chain
- Align the crankshaft timing mark (2) to the timing mark on the bottom of the timing chain dampener (1).
- Align the timing mark on the camshaft gear (4) with the timing mark on top of the timing chain dampener (3).
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 597
Chevrolet Venture V6-3.4L VIN E 1673
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 598
Chevrolet Venture V6-3.4L VIN E 1674
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 599
Chevrolet Venture V6-3.4L VIN E 1675
Schematic
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 600
Chevrolet Venture V6-3.4L VIN E 1676
Schematic
Engine Lubrication
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 601
Chevrolet Venture V6-3.4L VIN E 1677
Front View
Rear View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 602
Chevrolet Venture V6-3.4L VIN E 1678
Right View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 603
Chevrolet Venture V6-3.4L VIN E 1679
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 604
Chevrolet Venture V6-3.4L VIN E 1680
Locations View
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 1
Chevrolet Venture V6-3.4L VIN E 1681
Computers and Control Systems: Testing and Inspection
Before suspecting a computer problem, perform a careful visual inspection. Check under the hood for the same kinds of problems you would
look for on a non-computer controlled engine. These include fluid leaks, vacuum leaks, dirty filters, overheating, oil burning, poor connections
or loose wires, bad spark plug wires and/or spark plugs, restricted mufflers and exhaust systems, worn mechanical parts, exhaust leaks, and other
familiar kinds of problems. Be thorough! You may save a lot of time.
Begin all troubleshooting by Checking the Basics. Certain basic faults may be undetectable by the Powertrain Control Module (PCM)
self-diagnostic system and can actually interfere with self-checking and fault memory operation. Low battery voltage, for example, can cause
erroneous faults to set in PCM memory or can cause a system to go "Fail Safe" without setting a fault in memory. Because system fault memory
is cleared whenever PCM or battery are disconnected, fault codes should be read prior to any vehicle power interruption or troubleshooting. Prior
to any teardown, repair or component replacement, consider the following steps:
COMPLAINT VERIFICATION
Whenever possible, the technicians should personally verify the complaint. Having experienced the malfunction, technicians are less likely to
attempt repairing non-existent faults.
MALFUNCTION VERIFICATION
Sophisticated automotive systems are easily misunderstood. This can lead to repairs that attempt to force a system to perform as it was never
intended. The troubleshooting technician should compare actual system operation to nominal system operation as described in Description and
Operation. The technician is also encouraged to compare problem vehicle system operation with a known good vehicle.
PREVIOUS REPAIRS
Vehicle repair history can provide explanations to unusual complaints which seem to elude normal troubleshooting attempts. Incorrect
components or unapproved repairs can have subtle influences on seemingly unrelated systems.
AIR/FUEL RATIO
Adaptive engine management systems efficiently compensate for conditions which may affect the combustion process. However, when
troubleshooting idle quality or driveability complaints, it is still necessary to consider the following:
- Injector spray pattern quality
- Presence of unmetered air leaks
- Evaporative purge system
- Excessive engine oil dilution
- Substandard fuel or unapproved additives
- Carbon build-up
TESTING EQUIPMENT
High quality testing equipment is essential for accurate results. Faulty equipment results in erroneous test results. Use only suitable test leads,
terminals, and probe tips.
The use of the Powertrain OBD System Check identifies the correct procedure for diagnosing the system and where the procedure is located.
Diagnosing Intermittents
Diagnosing intermittent conditions can be difficult. The conditions that set the DTC set may not be present. This does not mean that the problem is
fixed. The problem may return in the future intermittently. So, it at all possible, the problem should be diagnosed, and repaired. The only way to
diagnose an intermittent condition is to gather information from the time when the DTC was set. This can be done in 2 ways through snapshot data
and driver observations. For further information refer to Scan Tool Snapshot Procedure.
IMPORTANT: Understanding and using the table correctly will reduce diagnostic time, and prevent the unnecessary replacement of parts.
After the visual/physical inspection is complete, the Powertrain On Board Diagnostic (OBD) System Check should be performed. The OBD System
Check will provide direction to diagnose the following conditions.
The Powertrain On Board Diagnostic (OBD) System Check is designed as a Master table for driveability and emissions system diagnosis. The
Powertrain On Board Diagnostic (OBD) System Check should always be used as the starting point for all Powertrain diagnosis.
The Powertrain On Board Diagnostic (OBD) System Check is an organized approach for identifying a problem. Driver Comments normally fall
into one of the following areas:
- Steady SERVICE ENGINE SOON MIL
- Driveability problem
- Engine will not start or stalls after start
Circuit Diagram
The circuit diagram of the diagnostic support information page will show the circuits and components involved in setting the DTC. This diagram
may be used as a reference when circuit tests are required in the table. If there is only a reference to a circuit diagram, or more detailed circuit
information is required, the Engine Controls Schematics may be referenced.
Diagnostic Aids
Diagnostic Aids provide helpful information when the conditions that caused the DTC or driveability problem is not currently present. Sometimes,
with the help of snapshot on DTC set data (Freeze Frame or Failure Records) or information from the driver, the problem may still be identified or
at least narrowed down to a short list of possible intermittent conditions. When this is true, the Diagnostic Aids may explain what to look for, and
the most logical path to locate an intermittent condition.
Test Description
The Test Descriptions are explanations of the reason certain tests are done, and what the test is supposed to uncover. The information is numbered
according to the corresponding step in the diagnostic table. When questions of why a certain step is performed, or what results the step should
actually produce, observe the step number next to the test you are performing. Refer to the information under Test Description that has the same
number for an explanation.
Diagnostic Table
Diagnostic tables are an organized and systematic approach to diagnosing a Diagnostic Trouble Code (DTC). The table consists of five separate
columns: step number, action, value, yes, and no. The step number indicates which step is being performed. The action column contains all
necessary information about how to perform a certain test. The last sentence in each action block will always be a question. The question can only
be answered yes or no. The answer to the question will dictate which column you will go to next - yes or no. The yes or no answer to each test will
lead to the next logical step within the diagnostic table. Most or the YES and NO boxes will take you to the next logical step within the table.
However, some boxes may lead to other system diagnostics, or to the Diagnostic Aids when an intermittent condition exists.
Always begin with Step 1 at the top of the table unless there is a notice or caution above the first step. Never skip steps or jump ahead in the table
unless specified by the Yes/No columns. Taking short cuts often leads to misdiagnosis. When a problem is found, make the necessary repairs, and
then verify the repair.
Testing terminal contact is easy as long as you have a supply of new terminals handy. The J 38125-B Terminal Repair Kit, is a good source of
terminals for testing terminal contact. This repair kit contains a supply of all currently used terminal series. To test terminal contact, start by
inspecting the male terminals. They should be straight and aligned with other terminals in the row. They should not be twisted, bent or otherwise
damaged. The female terminal should be, likewise, inspected for alignment and damage. Finally, connect a new male terminal of the same series
(e.g., Metri-pack 150, Weatherpack, etc.) to the female terminals to be tested. The terminal should not fall out or be easily jarred out of connection.
The terminal should require some force to become disconnected. The force required to disconnect the terminal will depend on the size of the
terminal being tested. Larger terminals, Metri-pack series for example, should be very difficult to remove by hand. Smaller terminals, Micro-pack
series for example, should be easier to disconnect by hand but still should not fall out. Replace, do not repair, any damaged terminals.
Use the Typical Scan Data Values table only after the Diagnostic System Check - Computers and Control Systems has been completed, no DTCs
were noted and you have determined the on-board diagnostics are functioning properly. Scan tool values from a properly running engine may be
used for comparison with the engine you are diagnosing. The Typical Scan Data values represent values that would be seen on a normally running
engine.
IMPORTANT: A scan tool that displays faulty data should not be used, and the problem should be reported to the scan tool manufacturer. Use of
a faulty scan tool can result in misdiagnosis and unnecessary parts replacement.
Only the parameters listed below are referred to in this service manual for use in diagnosis. For further information on using the scan tool to
diagnose the Powertrain Control Module (PCM) and related sensors, refer to the applicable reference section listed below. If all values are within
the typical range described below, refer to Symptoms - Computers and Control Systems. The Typical Scan Data Values table contains all the
parameters included in the following data lists arranged in alphabetical order: See: Symptom Related Diagnostic Procedures
- Engine Data 1-Contains general information regarding fuel delivery, idle air control (IAC) position, Heated Oxygen Sensor (HO2S 1),
HO2S 2, and other basic engine operating conditions.
- Engine Data 2-Contains general information regarding Engine Coolant Temperature (ECT), Intake Air Temperature (IAT), Mass Air Flow (
MAF), Manifold Absolute Pressure (MAP) and other basic engine operating conditions.
- EGR Data-Contains information specific to the Exhaust Gas Recirculation (EGR) system. This list displays parameters required to verify
proper EGR system operation
- EVAP Data-Contains information specific to the Evaporative Emissions (EVAP) control system. Also displays parameters required to verify
proper EVAP system operation.
- Fuel Trim Data-Contains information specific to the fuel trim operation. Also displays parameters required to verify proper fuel trim
operation.
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- Misfire Data-Contains information specific to the misfire diagnostics and parameters required to verify proper operation with regard to
misfire.
- Output Driver Data-Contains information specific to output driver circuits. This data monitors circuit status, and circuit history.
For scan tool parameter definitions, refer to Scan Tool Data Definitions. See: Scan Tool Testing and Procedures
IMPORTANT: Use the Typical Scan Data Values only after the following conditions are met:
- The Diagnostic System Check - Computers and Control Systems has been completed.
- The engine is idling unless checking a value at a specified RPM.
- The throttle is closed unless checking a value at a specified RPM.
- The vehicle is in PARK or NEUTRAL.
- The vehicle is operating in Closed Loop.
- The vehicle accessories are turned OFF.
MIL Operation
- The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible
- The MIL illuminates during a bulb test and a system test
- A DTC will be stored if a MIL is requested by the diagnostic
MIL Illumination
- The MIL will illuminate with ignition switch ON and the engine not running
- The MIL will turn OFF when the engine is started
- The MIL will remain ON if the self-diagnostic system has detected a malfunction
- The MIL may turn OFF if the malfunction is not present
- If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON.
- If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, 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 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, fuel system monitors).
Warm-Up Cycle
The 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 start-up. 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.
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 MIL or a message. Other
DTCs do not trigger a driver warning, but are stored in memory. Refer to the Diagnostic Trouble Code (DTC) List/Type for a complete list of PCM
DTCs and the driver alerts the DTCs trigger. 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.
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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, it is important to read the Action Taken When the DTC Sets and the
Conditions for Clearing the MIL/DTC in the supporting text when diagnosing the system.
There are different types of DTCs and the action they take when set. Refer to Diagnostic Trouble Code (DTC) Type Definitions for a description of
the general characteristics of each DTC type
Freeze Frame Data
Government regulations require that engine operating conditions be captured whenever the MIL is illuminated. The data captured is called Freeze
Frame data. The Freeze Frame data is very similar to a single record of operating conditions. Whenever the MIL is illuminated, the corresponding
record of operating conditions is recorded as Freeze Frame data. A subsequent failure will not update the recorded operating conditions.
The Freeze Frame data parameters stored with a DTC failure include the following:
- The air/fuel ratio
- The air flow rate
- The fuel trim
- The engine speed
- The engine load
- The engine coolant temperature
- The vehicle speed
- The Throttle Position (TP) angle
- The Manifold Absolute Pressure (MAP)/barometric pressure (BARO)
- The injector base pulse width
- The loop status
Freeze frame data can only be overwritten with data associated with a misfire or fuel trim malfunction. Data from these faults take precedence over
data associated with any other fault. The Freeze Frame data will not be erased unless the associated history DTC is cleared.
Failure Records Data
In addition to Freeze Frame data the PCM may also store Failure Records data when a DTC reports a failure. Unlike Freeze Frame data, Failure
Records data can be stored by DTC's that DO NOT illuminate the MIL.
The Freeze Frame/Failure Records data may be retrieved through the Diagnostic Trouble Code menu on scan tool. If more than one DTC is set,
review the odometer or engine run time data located in the Freeze Frame/Failure Records info to determine the most current failure.
Keep in mind that once Freeze Frame or Failure Record is selected, the parameter and input data displayed will look just like the normal PCM data
except the parameters will not vary since stored data is being displayed.
IMPORTANT: Always capture the Freeze Frame and Failure Records information with the scan tool BEFORE proceeding with diagnosis.
Clearing DTCs, disconnecting the battery, disconnecting the PCM or body connectors, or procedures performed during diagnosis may erase or
overwrite the stored Freeze Frame and Failure Records data. Loss of this data may prevent accurate diagnosis of an intermittent or difficult to set
DTC.
Capturing DTC Info (Capture Info)
Selecting this option on the scan tool allows the technician to record the Freeze Frame and Failure Records that may be stored in the PCM memory.
Capture DTC info before beginning diagnosis. This is a step in the OBD System Check. At the end of the diagnostic tables you are instructed to
clear DTCs, verify that the repair was successful, and then to review captured information. The captured information will contain any additional
DTCs and related data that was stored originally (if multiple DTCs were stored).
Selecting this option on the scan tool allows the technician to record the Freeze Frame and Failure Records that may be stored in the PCM memory.
This can be useful if the PCM or battery must be disconnected and later review of the stored information may be desired.
Storing and Erasing Freeze Frame Data
Government regulations require that engine operating conditions be captured whenever the MIL is illuminated. This data captured is called Freeze
Frame data. The Freeze Frame data is very similar to a single record of operating conditions. Whenever the MIL is illuminated, the corresponding
record of operating conditions is recorded to the Freeze Frame buffer.
Each time a diagnostic test reports a failure, the current engine operating conditions are recorded in the Freeze Frame buffer. A subsequent failure
will update the recorded operating conditions. The following operating conditions for the diagnostic test which failed typically include the
following parameters:
- The air/fuel ratio
- The air flow rate
- The fuel trim
- The engine speed
- The engine load
- The engine coolant temperature
- The vehicle speed
- The throttle position angle
- The manifold absolute pressure/barometric pressure
- The injector base pulse width
- The loop status
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Freeze Frame data can only be overwritten with data associated with a misfire or fuel trim malfunction. Data from these faults take precedence over
data associated with any other fault. The Freeze Frame data will not be erased unless the associated history DTC is cleared.
Many PCM DTCs have complex test and failure conditions. Therefore, simply clearing DTCs and determining if the DTC sets again may not
indicate whether a problem has been corrected. To verify a repair after the repair is complete, you must look up the test conditions and duplicate
those conditions. If the DTC runs and passes, it is probable that the problem is fixed.
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.
Last Test Fail: Indicates that this DTC failed the last time the test ran. The last test may have run during a previous ignition cycle if an A or B type
DTC is displayed. For type C DTCs, the last failure must have occurred during the current ignition cycle to appear as Last Test Fail.
MIL Request: Indicates that this DTC is currently requesting the 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 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.
Storing and Erasing Failure Records Data
When a PCM DTC sets, the PCM does several things. Among these is saving useful data and input parameter information for service diagnosis.
This information is referred to as Freeze Frame/Failure Records. You will see references to these in many PCM DTC diagnostic tables because this
information can be useful in pinpointing a problem even if the problem is not present when the vehicle is in the service bay.
Freeze Frame/Failure Records data may be retrieved through the DTC menu on scan tool. If more than one DTC is set review the odometer or
engine run time data located in the Freeze Frame/Failure Records info to determine the most current failure.
Keep in mind that once Freeze Frame or Failure Record is selected, the parameter and input data displayed will look just like the normal PCM data
except the parameters will not vary since stored data is being displayed.
PCM Snapshot Using A Scan Tool
The scan tool can be set up to take a "snapshot" of the parameters available via serial data. The Snapshot function records live data over a period of
time. The recorded data can be played back and analyzed. The scan tool can also graph parameters singly or in combinations of parameters for
comparison. The snapshot can be triggered manually at the time a symptom is noticed, or set up in advance to trigger when a DTC sets. An
abnormal value captured in the recorded data may point to a system or component that needs to be investigated further. The snapshot will remain in
the scan tool memory even after the tool is disconnected from it's power source. Refer to the scan tool user instructions for more information on the
Snapshot function.
General Information
This vehicle is equipped with an on-board diagnostic feature capable of performing the following functions:
- Feature Customization
- Displaying DTCs
- Clearing DTCs
- Input/Output Diagnostics
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Entering Feature Customization Mode
The feature customization mode is used to configure the BCM to function in various applications. The BCM can be customized to change the
following vehicle functions:
- Interior Lighting Features
- Door Lock System
- Keyless Entry System
- Content Theft Deterrent System
In order to enter the feature customization mode perform the following steps:
1. Turn the ignition switch to the LOCK position.
2. Remove the BCM PRGRM fuse.
3. Turn the ignition switch to the ACC position. When entering the feature customization mode, the BCM first identifies what type of BCM is
installed on the vehicle by flashing the fasten seat belts indicator and sounds the chime 2, 3 or 4 times depending on the type of BCM used on
the vehicle. There are 3 different types of BCM that can be installed on the vehicle based on the vehicle option content that matches the BCM
capabilities. Ensure that the BCM installed on the vehicle is compatible with all of the features on the vehicle. Refer to Body Control System
circuit description for BCM identification. For more information on features that can be customized, refer to:
- Interior Lights Circuit Description
- Automatic Door Lock System Description
- Keyless Entry System Circuit Description
- Content Theft Deterrent (CTD) Circuit Description
The BCM will enter the on-board diagnostic mode and flash the fasten seat belts indicator and sound the chime equal to the number of DTCs stored
in the BCM memory. If no DTCs are stored, the BCM will not flash the fasten seat belts indicator or activate the chime.
The BCM flashes and sounds the first DTC with the lowest number, pauses, then continues with the next DTC until all of the DTCs are read. With
a DTC 1, the BCM will only sound the chime once, and the fasten seat belts indicator will not flash. Once all of the DTCs are read, the BCM
repeats this sequence 3 times.
IMPORTANT: If the fasten seat belts indicator does not flash, and the chime does not sound, complete the following procedure in order to
confirm that the BCM has entered the diagnostics mode:
The BCM sounds the chime when receiving an input signal such as opening a door or fastening the driver seat belt when the BCM is in the
diagnostics mode.
If the BCM does not sound the chime upon opening a door or fastening the driver seat belt, repeat Step 1 of Entering the Feature Customization
Mode. If the BCM does not enter the diagnostics mode, then refer to Body Control Module Inoperative.
When the BCM completes all test modes, the BCM will repeat the test mode sequence.
Exiting Diagnostics
Perform the following procedure in order to exit the BCM diagnostics mode and return to normal BCM operation:
1. Turn the ignition switch to the LOCK position.
2. Reinstall the BCM PRGRM fuse.
3. Turn the ignition switch to the RUN position.
For a description of the RPO Code(s) shown in this article, refer to the RPO Code List found at Vehicle/Application and ID. See: Application and
ID
Diagnostic Trouble Code (DTC) Displaying
1. Ensure that the BCM is in the feature customization mode. Refer to On-Board Diagnostic Features.
2. Turn the ignition switch from the ACC position to the LOCK position then back to the ACC position within 1 second.
The BCM will enter the on-board diagnostic mode and flash the fasten seat belts indicator and sound the chime equal to the number of DTCs stored
in the BCM memory. If no DTCs are stored, the BCM will not flash the fasten seat belts indicator or activate the chime.
The BCM flashes and sounds the first DTC with the lowest number, pauses, then continues with the next DTC until all of the DTCs are read. With
a DTC 1, the BCM will only sound the chime once, and the fasten seat belts indicator will not flash. Once all of the DTCs are read, the BCM
repeats this sequence 3 times.
Diagnostic Chart
CIRCUIT DESCRIPTION
The Powertrain On Board Diagnostic (OBD) System Check must be the starting point for any driveability complaint diagnosis. Before using this
procedure, you should perform a careful visual/physical inspection of the PCM and engine grounds for being clean and tight. The Powertrain On
Board Diagnostic (OBD) System Check is an organized approach to identifying a problem created by an electronic engine control system
malfunction.
MIL OPERATION
The Malfunction Indicator Lamp (MIL) is located on the instrument panel and is displayed as CHECK ENGINE lamp.
MIL FUNCTION
^ The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible
^ The MIL illuminates during a bulb test and a system test
^ A DTC will be stored if a MIL is requested by the diagnostic
MIL ILLUMINATION
^ The MIL will illuminate with ignition switch ON and the engine not running
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^ The MIL will turn OFF when the engine is started
^ The MIL will remain ON if the self-diagnostic system has detected a malfunction
^ The MIL may turn OFF if the malfunction is not present
^ If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON.
^ If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, then ON.
DIAGNOSTIC AIDS
An intermittent may be caused by a faulty connection, rubbed through wire insulation, or a wire broken inside the insulation. Inspect for faulty
connections or a damaged harness. Inspect the PCM harness and connectors for improper mating, broken locks, improperly formed or damaged
terminals, faulty terminal to wire connection, and damaged harness. Refer to Intermittent Conditions. See: Initial Inspection and Diagnostic
Overview/Diagnostic Strategies/Intermittent Conditions
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
1. The MIL should be ON steady with the key ON/ engine OFF. If not, the No Malfunction Indicator Lamp table should be used to isolate the
malfunction.
2. This test ensures that the PCM is capable of transmitting Class II serial data to the DLC and that the Class II data circuit is not open or
shorted. If a problem is encountered and a malfunctioning scan tool is suspected, try the scan tool on another vehicle to verify operation. If a
DLC problem exists, the DLC Diagnosis table should be used to diagnose the condition.
4. If the engine will not start, the Engine Cranks But Will Not Run table should be used to diagnose the condition. See: Symptom Related
Diagnostic Procedures
5. The scan tool may display DTCs which are diagnosed in Automatic Transaxle Diagnosis. Refer to DTC List for a complete list of DTCs
supported by this vehicle application. See: Diagnostic Trouble Code Descriptions
If multiple DTCs are stored, diagnose each DTC according the following priority:
^ PCM Error DTCs
^ System Voltage DTCs
^ Component Level DTCs (switches, sensor range/performance, sensor high voltage, sensor low voltage, ODMs, etc.)
^ System level DTCs (Fuel trim, Misfire, EGR flow, TWC System, Idle Control System, HO2S Response or HO2S Transition Time Ratio)
^ System Reference DTCs
6. A scan tool parameter which is not within the typical range may help to isolate the area which is causing the problem.
Strategy Based Diagnostics
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The goal of Strategy Based Diagnostics is to provide guidance when you create a plan of action for each specific diagnostic situation. Following a
similar plan for each diagnostic situation, you will achieve maximum efliciency when you diagnose and repair vehicles. Although each of the
Strategy Based Diagnostics boxes is numbered, you are not required to complete every box in order to successfully diagnose a customer concern.
The first step of your diagnostic process should always be, Verify the Customer Concern (box 1). The final step of your diagnostic process should
be, Repair and Verify the Fix (box 7). Refer to the chart for the correct strategy based diagnostics.
(1) Verify the Customer Concern: The first part of this step is to obtain as much information as possible from the customer such as: Are there
aftermarket accessories on the vehicle? When does the condition occur? Where does the condition occur? How long and how often does the
condition occur? In order to verify the concern the technician should know the normal operation of the system and refer to the owner or service
manual for any information needed.
(2) Preliminary Checks: Conduct a thorough visual inspection. Review the service history. Detect unusual sounds or odors. Gather diagnostic
trouble code information in order to achieve an effective repair.
(3) Perform Diagnostic System Checks: One or more DTCs may not support a system. System checks verify the proper operation of the system.
This will lead the technician in an organized approach to diagnostics.
(4) Check Bulletins and Other Service Information: Such as videos, newsletters, and the Pulsat programs.
(5.1) Stored DTCs: Follow the designated DTC table exactly in order to make an effective repair.
(5.2) Symptom No DTC: Select the symptom from the symptom tables. Follow the diagnostic steps or suggestions in order to complete the repair,
or refer to the applicable component system check.
(5.3) No Diagnostics: Analyze the concern. Develop a plan for the diagnostics. Schematics will help you to see system power, ground, input and
output circuits. You can also identify splices and other areas where multiple circuits are tied together. Look at component locations to see if
components, connectors or harnesses may be exposed to extreme temperature, moisture, road salt or other corrosives (battery acid, oil or other
fluids). Utilize the wiring diagrams, system description and operation, and system circuit description.
(5.4) Intermittents: An intermittent condition is one that does not occur continuously and will occur when certain conditions are met. Generally,
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intermittents are caused by: Faulty electrical connections and wiring, malfunctioning components, electromagnetic radio frequency interference,
and aftermarket equipment.. Combine the technician knowledge with efficient use of the available service information. Evaluate the symptoms and
conditions described by the customer. Use a check sheet or other method in order to identify the component. Follow the suggestions for intermittent
diagnosis. The Tech 1, Tech 2 scan tools, and the J39200 (Fluke 87) have data capturing capabilities that can assist in detection of intermittents.
(5.5) Vehicle Operates as Designed: This condition exists when the vehicle is found to operate normally. The condition described by the customer
may be normal. Verify against another like vehicle that is operating normally under the same conditions described by the customer. Explain your
findings and the operation of that system to the customer.
(6) Re-examine the Concern: If a technician cannot successfully find or isolate the concern, a reevaluation is necessary. Re-verify the concern.
The concern could be an intermittent or normal.
(7) Repair and Verify Fix: After isolating the cause, make the repairs and validate for proper operation. Verify that the symptom has been
corrected which may involve road testing the vehicle.
All Powertrain diagnosis should begin with a thorough visual inspection. Visual inspection can often lead to repair of a simple problem without use
of the tables.
- Inspect all vacuum hoses for being pinched, cut, disconnected or misrouted. The EVAP Purge Solenoid vacuum hoses can easily be installed
incorrectly. Be sure to inspect hoses that are difficult to see such as beneath the upper intake, generator, etc.
- Inspect for proper ground connections, ground eyelets connected to ground points, star washers installed, if applicable.
- Inspect the battery positive junction block for loose retainer nuts.
- Inspect other wiring in the engine compartment for good connections, burned or chaffed spots, pinched wires or harness contact with sharp
edges or hot exhaust manifolds.
- Inspect for blown or missing fuses and for relays missing or installed in the wrong locations.
Visual/Physical Check
NOTE: Use the connector test adapter kit J 35616-A for any test that requires probing the following items:
Using this kit will prevent damage caused by the improper probing of connector terminals.
Several of the symptom procedures call for a careful visual/physical inspection. This can lead to correcting a problem without further inspections
and can save valuable time. This inspection should include the following areas:
- Inspect the PCM grounds for being clean, tight, and in their proper location. Refer to The PCM grounds, refer to Power Distribution
Schematics, and Ground Distribution Schematics in Diagrams.
- Inspect vacuum hoses for splits, kinks, and proper connections, as shown on Vehicle Emission Control Information label. Inspect thoroughly
for any type of leak or restriction. Refer to Emission Hose Routing Diagram. See: Emission Control Systems
- Inspect the air intake ducts for being collapsed, damaged areas, looseness, improper installation, or leaking especially between the MAF
sensor and the throttle body.
- Inspect for air leaks at throttle body mounting area, Mass Air Flow (MAF) sensor and intake manifold sealing surfaces.
- Inspect the wiring harness for poor connections, pinches, cuts or other damage.
- Inspect for loose, damaged or missing sensors/components.
C1214 - C1298
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P0117 - P1115
P0101 - P0300
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P0325 - P0719
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P0724 - P1546
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P1554 - U1305
Transmission Controls
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Engine Controls
This information refers to domestic and export calibration packages. Use the DTCs that only apply to your specific RPO (Regular Production
Option). Each DTC is directly related to a diagnostic test. The DTC sets based upon the DTC's individual running and setting criteria.
The following are the types of DTCs and their code characteristics:
TYPE A
- Emissions related
- Requests illumination of the MIL on the first trip with a fail
- Stores a History DTC on the first trip with a fail
- Stores a Freeze Frame on the first trip with a fail
- Stores a Failure Record
- Updates the Failure Record the first time the test fails each ignition cycle
TYPE B
- Emissions related
- The code is enabled after the first trip with a fail
- The code is disabled if the second consecutive trip passes
- Requests illumination of the MIL on the second consecutive trip with a fail
- Stores a History DTC on the second consecutive trip with a fail
- Stores a Freeze Frame on the second consecutive trip with a fail
- Stores a Failure Record when the first test fails
- Updates the Failure Record the first time the test fails each ignition cycle
TYPE C1
- Non-emissions related
- Requests illumination of the service lamp (not the MIL), or the service message on the first trip with a fail
- Stores a History DTC on the first trip with a fail
- Does not store a Freeze Frame
- Stores a Failure Record when the test fails
- Updates the Failure Record the first time the test fails each ignition cycle
TYPE C0
- Non-missions related
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- Does not request illumination of any lamps
- Stores a History DTC on the first trip with a fail
- Does not store a Freeze Frame
- Stores a Failure Record when the test fails
- Updates the Failure Record the first time the test fails each ignition cycle
TYPE X
- Diagnostics that are coded in the software, but will not run for non-OBD II export vehicles
- Some domestic vehicles use DTCs
- Even though codes are not stored, the DTC Type Table can still be used as a resource when diagnosing problems with systems that are
associated with the type X DTCs
If a system is malfunctioning and the associated DTC has been disabled (Type X), it may be beneficial to use the diagnostic table as a guide to
aid in diagnosis. Many of the DTC tables include a functional check of the system that may pinpoint a problem. However, it is important to
remember that the DTC tables are specifically designed for use only when a DTC is set. Therefore, a thorough understanding of the normal
operation of the system being diagnosed is necessary and use of the tables for this purpose is at the discretion of the technician.
Transmission Controls
DIAGNOSTIC TROUBLE CODE (DTC) TYPE DEFINITIONS
The DTC Type Definitions contain the characteristics for all types of DTCs. Each DTC type may or may not be found. The DTC type is based on
the action that the PCM takes when storing DTC information, and whether or not the PCM illuminates a service lamp or displays a message on a
driver information center (DIC). The DTC descriptions in the Diagnostic Trouble Code List/Type are listed in numeric order and indicate the
DTC types for domestic and export vehicle applications. Each DTC is categorized into one of the following types:
Type A
This DTC is emissions related. The PCM stores the DTC in History, Freeze Frame and Failure Records during the first trip in which the
conditions for setting the DTC are met. The PCM also illuminates the malfunction indicator lamp (MIL) during the first trip in which the
conditions for setting the DTC are met.
Type B
This DTC is emissions related. The PCM stores the DTC in Failure Records during the first trip in which the conditions for setting the DTC are
met. The PCM stores the DTC in History and Freeze Frame during the second consecutive trip in which the conditions for setting the DTC are
met. The PCM also illuminates the MIL during the second consecutive trip in which the conditions for setting the DTC are met.
Type C
This DTC is non-emissions related. The PCM stores the DTC in History and Failure Records during the first trip in which the conditions for
setting the DTC are met. The PCM does not store the DTC in Freeze Frame and does not illuminate the MIL. For some type C DTCs, a message
may be displayed on a DIC, if equipped. For other type C DTCs, a separate service lamp (other than the MIL) may be illuminated. Type C DTCs
that do not display a message on the DIC or illuminate a separate service lamp were formerly referred to as type D.
Type X
This DTC is available in the PCM software, but has been disabled, or turned off. In this case, the diagnostic does not run, DTCs are not stored,
and the MIL does not illuminate. Type X DTCs are used primarily for export vehicles that do not require MIL illumination or DTC storing.
The service information contained in these procedures refer to the domestic (federal) calibration package. Domestic calibrations apply to vehicles
sold in the United States, Canada and Japan. Export calibrations exist for both leaded and unleaded vehicles. DTC types may change for some
export vehicles, and some DTCs may be turned off for leaded export vehicles. Differences between domestic and export calibrations are not
reflected on DTC support information pages. DTC types for export calibrations are referenced only in the Diagnostic Trouble Code (DTC)
List/Type.
C1214
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Circuit Description
The electronic brake control relay supplies voltage to the solenoid valves and pump motor when energized. This voltage is referred to as the
system voltage. The electronic brake control relay, located in the EBCM, is activated whenever the ignition switch is in the RUN position and no
faults are present. The electronic brake control relay remains energized until the ignition switch is turned off or when ABS is disabled.
C1216
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Chevrolet Venture V6-3.4L VIN E 1712
Circuit Description
The EBCM will monitor the on/off state of each solenoid and will recognize when the ABS is in pressure decrease too long. This fault indicates
that the EBCM was unable to decrease brake pressure enough to a certain wheel to prevent excessive wheel slip. This fault can cause erratic ABS
or no ABS operation.
Diagnostic Aids
^ Possible causes for DTC C1216 to set are:
- A contaminated hydraulic unit.
- An intermittent wheel speed sensor.
- A sticking solenoid.
- Excessive brake drag or high resistance in base brake system.
- Suspension system irregularities.
^ It is very important that a thorough inspection of the brake fluid condition, wiring and connectors be performed. Failure to carefully and fully
inspect brake fluid condition, wiring and connectors may result in misdiagnosis, causing part replacement with reappearance of the
malfunction.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections Testing for Intermittents, and Poor Connections.
C1217
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Chevrolet Venture V6-3.4L VIN E 1713
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Chevrolet Venture V6-3.4L VIN E 1714
Circuit Description
The pump motor is an integral part of the Brake Pressure Modulator Valve (BPMV). The electronic brake control relay supplies voltage to the
solenoid valves and pump motor. This voltage is referred to as the system voltage. The electronic brake control relay, located in the EBCM, is
activated whenever the ignition switch is in the RUN position and no faults are present. The electronic brake control relay remains engaged until
the ignition switch is turned off or a failure is detected.
C1218
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Chevrolet Venture V6-3.4L VIN E 1715
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Chevrolet Venture V6-3.4L VIN E 1716
Circuit Description
The pump motor is an integral part of the Brake Pressure Modulator Valve (BPMV). The electronic brake control relay supplies voltage to the
solenoid valves and pump motor. This voltage is referred to as the system voltage. The electronic brake control relay, located in the EBCM, is
activated whenever the ignition switch is in the RUN position and no faults are present. The electronic brake control relay remains engaged until
the ignition switch is turned off or a failure is detected.
C1221
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 38
Chevrolet Venture V6-3.4L VIN E 1718
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal when a toothed ring passes the
wheel speed sensor. The EBCM uses the frequency to calculate the wheel speed.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ An intermittent malfunction can be caused by poor connections, broken insulation, or a wire that is broken inside the insulation.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
4. This step tests the wheel speed sensor for the proper resistance value.
5. This step ensures that the wheel speed sensor generates the proper voltage.
7. This step tests whether the wheel speed sensor circuits are shorted together.
C1222
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 40
Chevrolet Venture V6-3.4L VIN E 1720
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal when a toothed ring passes the
wheel speed sensor. The EBCM uses the frequency to calculate the wheel speed.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ An intermittent malfunction can be caused by poor connections, broken insulation, or a wire that is broken inside the insulation.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
4. This step tests the wheel speed sensor for the proper resistance value.
5. This step ensures that the wheel speed sensor generates the proper voltage.
7. This step tests whether the wheel speed sensor circuits are shorted together.
C1223
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Chevrolet Venture V6-3.4L VIN E 1722
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal when a toothed ring passes the
wheel speed sensor. The EBCM uses the frequency to calculate the wheel speed.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ An intermittent malfunction can be caused by poor connections, broken insulation, or a wire that is broken inside the insulation.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
4. This step tests the wheel speed sensor for the proper resistance value.
5. This step ensures that the wheel speed sensor generates the proper voltage.
7. This step tests whether the wheel speed sensor circuits are shorted together.
C1224
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Chevrolet Venture V6-3.4L VIN E 1724
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal when a toothed ring passes the
wheel speed sensor. The EBCM uses the frequency to calculate the wheel speed.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ An intermittent malfunction can be caused by poor connections, broken insulation, or a wire that is broken inside the insulation.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
4. This step tests the wheel speed sensor for the proper resistance value.
5. This step ensures that the wheel speed sensor generates the proper voltage.
7. This step tests whether the wheel speed sensor circuits are shorted together.
C1225
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Chevrolet Venture V6-3.4L VIN E 1726
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal when a toothed ring passes the
wheel speed sensor. The EBCM uses the frequency to calculate the wheel speed.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ An intermittent malfunction can be caused by poor connections, broken insulation, or a wire that is broken inside the insulation.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
4. This step tests the wheel speed sensor for the proper resistance value.
5. This step ensures that the wheel speed sensor generates the proper voltage.
7. This step tests whether the wheel speed sensor circuits are shorted together.
C1226
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Chevrolet Venture V6-3.4L VIN E 1728
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal when a toothed ring passes the
wheel speed sensor. The EBCM uses the frequency to calculate the wheel speed.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ An intermittent malfunction can be caused by poor connections, broken insulation, or a wire that is broken inside the insulation.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
4. This step tests the wheel speed sensor for the proper resistance value.
5. This step ensures that the wheel speed sensor generates the proper voltage.
7. This step tests whether the wheel speed sensor circuits are shorted together.
C1227
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Chevrolet Venture V6-3.4L VIN E 1730
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal when a toothed ring passes the
wheel speed sensor. The EBCM uses the frequency to calculate the wheel speed.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ An intermittent malfunction can be caused by poor connections, broken insulation, or a wire that is broken inside the insulation.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
4. This step tests the wheel speed sensor for the proper resistance value.
5. This step ensures that the wheel speed sensor generates the proper voltage.
7. This step tests whether the wheel speed sensor circuits are shorted together.
C1228
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Chevrolet Venture V6-3.4L VIN E 1732
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal when a toothed ring passes the
wheel speed sensor. The EBCM uses the frequency to calculate the Wheel speed.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ An intermittent malfunction can be caused by poor connections, broken insulation, or a wire that is broken inside the insulation.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
4. This step tests the wheel speed sensor for the proper resistance value.
5. This step ensures that the wheel speed sensor generates the proper voltage.
7. This step tests whether the wheel speed sensor circuits are shorted together.
C1232
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Chevrolet Venture V6-3.4L VIN E 1734
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal that the EBCM uses the frequency
from to calculate the wheel speed.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ Thoroughly inspect any circuitry that may be causing the complaint for the following conditions:
- Backed out terminals
- Improper mating
- Improperly formed or damaged terminals
- Poor terminal-to-the ring connections
- Physical damage to the wiring harness
^ The following conditions may cause an intermittent malfunction:
- A poor connection
- Rubbed-through wire insulation
- A broken wire inside the insulation
^ If the customer's comments reflect that the ABS/TCS indicator is on only during moist environmental conditions (rain, snow, vehicle wash),
inspect all the wheel speed sensor circuitry for signs of water intrusion. If the DTC is not current, clear all DTCs and simulate the effects of
water intrusion by using the following procedure:
1. Spray the suspected area with a five percent saltwater solution. (Add two teaspoons of salt to twelve ounces of water to make a five percent
saltwater solution.)
2. Test drive the vehicle over various road surfaces (bumps, turns, etc.) above 40 km/h (25 mph) for at least 30 seconds.
3. If the DTC returns, replace the suspected WSS or WSS harness.
4. Rinse the area thoroughly when completed.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections for further diagnosis.
The following table contains resistance values for the front wheel speed sensors at varying sensor temperatures for use in diagnosis. The values
are approximate and can be used as a guideline for diagnosis.
Test Description
The number below refers to the step number on the diagnostic table.
2. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for an open.
3. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for a short to ground.
4. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for a short to voltage.
5. This step tests the wheel speed sensor for the proper resistance value.
C1233
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Chevrolet Venture V6-3.4L VIN E 1736
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Chevrolet Venture V6-3.4L VIN E 1737
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal that the EBCM uses the frequency
from to calculate the wheel speed.
Diagnostic Aids
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Chevrolet Venture V6-3.4L VIN E 1738
It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ Thoroughly inspect any circuitry that may be causing the complaint for the following conditions:
- Backed out terminals
- Improper mating
- Improperly formed or damaged terminals
- Poor terminal-to-wiring connections
- Physical damage to the wiring harness
The following conditions may cause an intermittent malfunction:
- A poor connection
- Rubbed-through wire insulation
- A broken wire inside the insulation
^ If the customer's comments reflect that the ABS/TCS indicator is on only during moist environmental conditions (rain, snow, vehicle wash),
inspect all the wheel speed sensor circuitry for signs of water intrusion. If the DTC is not current, clear all DTCs and simulate the effects of
water intrusion by using the following procedure:
1. Spray the suspected area with a five percent saltwater solution. (Add two teaspoons of salt to twelve ounces of water to make a five percent
saltwater solution.)
2. Test drive the vehicle over various road surfaces (bumps, turns, etc.) above 40 km/h (25 mph) for at least 30 seconds.
3. If the DTC returns, replace the suspected WSS or WSS harness.
4. Rinse the area thoroughly when completed.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections for further diagnosis.
The following table contains resistance values for the front wheel speed sensors at varying sensor temperatures for use in diagnosis. The values
are approximate and can be used as a guideline for diagnosis.
Test Description
The number below refers to the step number on the diagnostic table.
2. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for an open.
3. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for a short to ground.
4. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for a short to voltage.
5. This step tests the wheel speed sensor for the proper resistance value.
C1234
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Chevrolet Venture V6-3.4L VIN E 1739
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Chevrolet Venture V6-3.4L VIN E 1740
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal that the EBCM uses the frequency
from to calculate the wheel speed.
Diagnostic Aids
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Chevrolet Venture V6-3.4L VIN E 1741
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ Thoroughly inspect any circuitry that may be causing the complaint for the following conditions:
- Backed out terminals
- Improper mating
- Improperly formed or damaged terminals
- Poor terminal-to-wiring connections
- Physical damage to the wiring harness
^ The following conditions may cause an intermittent malfunction:
- A poor connection
- Rubbed-through wire insulation
- A broken wire inside the insulation
^ If the customer's comments reflect that the ABS/TCS indicator is on only during moist environmental conditions (rain, snow, vehicle wash),
inspect all the wheel speed sensor circuitry for signs of water intrusion. If the DTC is not current, clear all DTCs and simulate the effects of
water intrusion by using the following procedure:
1. Spray the suspected area with a five percent saltwater solution. (Add two teaspoons of salt to twelve ounces of water to make a five percent
saltwater solution.)
2. Test drive the vehicle over various road surfaces (bumps, turns, etc.) above 40 km/h (25 mph) for at least 30 seconds.
3. If the DTC returns, replace the suspected WSS or WSS harness.
4. Rinse the area thoroughly when completed.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections for further diagnosis.
The following table contains resistance values for the front wheel speed sensors at varying sensor temperatures for use in diagnosis. The values
are approximate and can be used as a guideline for diagnosis.
Test Description
The number below refers to the step number on the diagnostic table.
2. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for an open.
3. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for a short to ground.
4. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for a short to voltage.
5. This step tests the wheel speed sensor for the proper resistance value.
C1235
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Chevrolet Venture V6-3.4L VIN E 1742
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Chevrolet Venture V6-3.4L VIN E 1743
Circuit Description
The speed sensor used on this vehicle is a multiple pole magnetic pickup. This sensor produces an AC signal that the EBCM uses the frequency
from to calculate the wheel speed.
Diagnostic Aids
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Chevrolet Venture V6-3.4L VIN E 1744
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ Thoroughly inspect any circuitry that may be causing the complaint for the following conditions:
- Backed out terminals
- Improper mating
- Improperly formed or damaged terminals
- Poor terminal-to-wiring connections
- Physical damage to the wiring harness
^ The following conditions may cause an intermittent malfunction:
- A poor connection
- Rubbed-through wire insulation
- A broken wire inside the insulation
^ If the customer's comments reflect that the ABS/TCS indicator is on only during moist environmental conditions (rain, snow, vehicle wash),
inspect all the wheel speed sensor circuitry for signs of water intrusion. If the DTC is not current, clear all DTCs and simulate the effects of
water intrusion by using the following procedure:
1. Spray the suspected area with a five percent saltwater solution. (Add two teaspoons of salt to twelve ounces of water to make a five percent
saltwater solution.)
2. Test drive the vehicle over various road surfaces (bumps, turns, etc.) above 40 km/h (25 mph) for at least 30 seconds.
3. If the DTC returns, replace the suspected WSS or WSS harness.
4. Rinse the area thoroughly when completed.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections for further diagnosis.
The following table contains resistance values for the front wheel speed sensors at varying sensor temperatures for use in diagnosis. The values
are approximate and can be used as a guideline for diagnosis.
Test Description
The number below refers to the step number on the diagnostic table.
2. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for an open.
3. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for a short to ground.
4. This step tests the wheel speed sensor and the wheel speed sensor signal circuits for a short to voltage.
5. This step tests the wheel speed sensor for the proper resistance value.
C1236
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Chevrolet Venture V6-3.4L VIN E 1745
Circuit Description
The EBCM monitors the voltage at the Ignition Positive Voltage input and the Battery Positive Voltage circuit at the switch side of the Electronic
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Chevrolet Venture V6-3.4L VIN E 1746
Brake Control Relay. The voltage at the switch side of the Electronic Brake Control Relay is referred to as the system voltage. The EBCM uses
both of the voltages in order to determine if a low voltage condition exists. A low voltage condition prevents the ABS/TCS system from
operating properly.
C1237
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Chevrolet Venture V6-3.4L VIN E 1747
Circuit Description
The EBCM is required to operate within a specified range of voltage to function properly. The EBCM monitors for high voltage conditions
which could damage the EBCM. The EBCM is designed to detect high vehicle voltage levels to the solenoid relay. High voltage may cause
damage to the system.
Diagnostic Aids
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
^ Check for other high voltage conditions.
^ Test the charging system for overcharging conditions. Refer to A Diagnostic System Check - Starting and Charging.
C1238
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Chevrolet Venture V6-3.4L VIN E 1749
Circuit Description
The EBCM monitors vehicle speed deceleration and ABS/TCS activation in order to calculate brake rotor temperatures for the driven wheels.
This sets when the calculated temperature exceeds the a predetermined temperature.
Diagnostic Aids
^ It should be noted that DTC C1238 may and can set normally during extremely aggressive driving conditions. Always inquire about recent
driving condition or driving habits whenever this code is set.
^ The following conditions are other possible causes of this malfunction:
- Excessive brake usage.
- Excessive TCS usage.
^ When DTC C1238 is set, the following components should be checked for any signs of excessive wear:
- Brake pads.
- Brake rotors.
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Chevrolet Venture V6-3.4L VIN E 1750
C1242
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Chevrolet Venture V6-3.4L VIN E 1751
Circuit Description
The pump motor is an integral part of the Brake Pressure Modulator Valve (BPMV). The electronic brake control relay supplies power to the
solenoid valves and pump motor. This voltage is referred to as the system voltage. The electronic brake control relay, located in the EBCM, is
activated whenever the ignition switch is in the ON position and no faults are present. The electronic brake control relay remains engaged until
the ignition switch is turned off or a failure is detected.
Diagnostic Aids
^ Possible causes for DTC C1242 to set are:
- The pump motor internals has a open.
- The pump motor circuit is open.
^ The pump motor is part of Brake Pressure Modulator Valve (BPMV) and is not serviceable separately.
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Chevrolet Venture V6-3.4L VIN E 1752
^ The solenoid valve control relay is integral to the EBCM and is not serviceable separately.
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
C1243
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Chevrolet Venture V6-3.4L VIN E 1753
Circuit Description
The pump motor is an integral part of the Brake Pressure Modulator Valve (BPMV). The electronic brake control relay supplies power to the
solenoid valves and pump motor. This voltage is referred to as the system voltage. The electronic brake control relay, located in the EBCM, is
activated whenever the ignition switch is in the RUN position and no faults are present. The electronic brake control relay remains engaged until
the ignition switch is turned off or a failure is detected.
Diagnostic Aids
^ Possible causes for DTC C1243 to set are:
- The pump motor has high resistance.
- The pump motor jammed (seized).
- The pump motor turns too slowly (due to corroded pump motor or contaminated pump circuit).
^ The pump motor is part of Brake Pressure Modulator Valve (BPMV) and is not serviceable separately.
^ The solenoid valve control relay is integral to the EBCM and is not serviceable separately.
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
C1247
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Chevrolet Venture V6-3.4L VIN E 1754
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Chevrolet Venture V6-3.4L VIN E 1755
Circuit Description
When the master cylinder is low on brake fluid the brake fluid level indicator switch grounds the circuit and turns on the RED brake indicator in
the instrument cluster, then the instrument cluster sends a class 2 message to the EBCM. If the low brake fluid message is sent from the IPC to
the EBCM, TCS will be disabled and a Diagnostic Trouble Code (DTC) sets.
Diagnostic Aids
^ Possible causes for DTC C1247 to set are:
- Any leaks in hydraulic brake system (such as brake pipes, wheel cylinders, calipers, or master cylinder).
- Brake fluid level indicator switch malfunction.
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Chevrolet Venture V6-3.4L VIN E 1756
- Brake fluid level indicator input circuit is short to ground.
^ It is very important that a thorough inspection of the wiring, connectors, and the hydraulic brake system components be performed. Failure to
carefully and fully inspect wiring, connectors, and hydraulic brake system components may result in misdiagnosis, causing part replacement
with reappearance of the malfunction.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
C1254
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Chevrolet Venture V6-3.4L VIN E 1757
Circuit Description
When EBCM relay is activated (turned on) voltage is supply to valve solenoids and pump motor. This DTC identifies a malfunction with the
EBCM loosing ground or battery, or when battery is disconnected while running.
Diagnostic Aids
^ Possible causes for DTC C1254 to set are:
- Running reset occurred.
- Loss of EBCM ground.
- Sudden drop in voltage.
- Poor or loose grounds connections.
- Poor or loose power connections.
- Internal
Battery disconnected
EBCM malfunction.
due to corrosion or loose battery terminals.
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
C1255
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Circuit Description
This DTC identifies a malfunction within the EBCM.
Diagnostic Aids
^ When DTC C1255 is displayed on the Scan Tool, it will be followed by two more numbers which should be noted along with any other
DTCs that may be displayed. The additional two numbers displayed with DTC C1255 are for aiding engineering to determine the cause of the
internal malfunction.
^ Make sure the integrity of the connection between the EBCM and the BPMV is clean, secure, tight, and free from corrosion.
C1256
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Chevrolet Venture V6-3.4L VIN E 1759
Circuit Description
This DTC identifies a malfunction within the EBCM. When the EBCM relay is activated (turned on), voltage is supplied to the valve solenoids
and pump motor.
Diagnostic Aids
Possible cause for DTC C1256 to set is an internal relay problem within the EBCM.
C1261
Circuit Description
The inlet valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve functions
by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1262
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Chevrolet Venture V6-3.4L VIN E 1762
Circuit Description
The outlet valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve
functions by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1263
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Chevrolet Venture V6-3.4L VIN E 1763
Circuit Description
The inlet valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve functions
by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1264
Circuit Description
The outlet valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve
functions by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1265
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Chevrolet Venture V6-3.4L VIN E 1766
Circuit Description
The inlet valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve functions
by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1266
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Chevrolet Venture V6-3.4L VIN E 1767
Circuit Description
The outlet valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve
functions by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1267
Circuit Description
The inlet valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve functions
by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1268
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Chevrolet Venture V6-3.4L VIN E 1770
Circuit Description
The outlet valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve
functions by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1272
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Chevrolet Venture V6-3.4L VIN E 1771
Circuit Description
The TCS valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve functions
by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1274
Circuit Description
The TCS valve solenoid circuits are supplied with battery power when the ignition is in the ON position. The EBCM controls the valve functions
by grounding the circuit when necessary.
Diagnostic Aids
The solenoid valve circuit and the solenoid coil are internal to the EBCM. No part of the solenoid circuit is diagnosable external to the EBCM.
The DTC sets when there is a malfunction in the solenoid circuit internal to the EBCM only.
C1276
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Chevrolet Venture V6-3.4L VIN E 1774
Circuit Description
Traction Control is simultaneously controlled by the EBCM and the Powertrain Control Module (PCM). The PCM sends a DELIVERED
TORQUE message via a Pulse Width Modulated (PWM) signal to the EBCM confirming the delivered torque level for proper Traction Control
system operation. The EBCM supplies the pull up voltage.
Diagnostic Aids
^ Possible causes for DTC C1276 to set are:
- Delivered Torque line open.
- Delivered Torque line shorted to ground.
- Delivered Torque line shorted to voltage.
- Communication frequency malfunction.
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
C1277
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Chevrolet Venture V6-3.4L VIN E 1776
Circuit Description
Traction Control is simultaneously controlled by the EBCM and the Powertrain Control Module (PCM). The PCM receives a REQUESTED
TORQUE request via a Pulse Width Modulated (PWM) signal from the EBCM requesting the desired torque level for proper Traction Control
system operation. The PCM supplies the pull up voltage.
Diagnostic Aids
^ Possible causes for DTC C1277 to set are:
- Requested Torque line open.
- Requested Torque line shorted to ground.
- Requested Torque line shorted to voltage.
- Communication frequency malfunction.
- PCM not receiving Class 2 message.
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
C1278
Circuit Description
The PCM monitors various parameters and will not allow traction control operation if any parameter falls below a specified value.
Diagnostic Aids
This code is for information only. As an aid to the technician, this code indicates that there are no problems in the ABS/TCS system. Any further
references for diagnostic information should be taken from Engine Controls.
C1291
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Chevrolet Venture V6-3.4L VIN E 1779
DTC C1291 Open Brake Lamp Switch Contacts During DecelerationCircuit Description
This DTC is used to detect an open Stoplamp Switch in the non-ABS mode. The EBCM looks for a deceleration rate that would indicate braking
action and verifies this assumption by requiring several repeats of this detection method. In each case, TCS will not be available since no
Stoplamp Switch voltage is seen by the EBCM.
Diagnostic Aids
^ Possible causes:
- Stoplamp switch contacts open.
- Stoplamp switch fuse open.
- Stoplamp switch misadjusted.
- Stoplamp switch fuse power feed circuit open.
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ If any Wheel Speed Sensor DTCs are present you must diagnose them first.
^ An intermittent malfunction is most likely caused by a poor connection, rubbed through wire insulation, or a wire that is broken inside the
insulation.
C1293
Circuit Description
This DTC is the second portion of DTC C1291. If DTC C1291 occurred during an ignition cycle, DTC C1293 becomes a current malfunction
during the next ignition cycle, keeping TCS disabled until a brake switch on state is seen. When a change is seen during an ignition cycle in
which DTC C1293 is a current malfunction, DTC C1291 will clear itself at the end of the current ignition cycle, and TCS will enable itself at the
start of the next ignition cycle. DTC C1293 alone indicates DTC C1291 occurred previously, but is intermittent, or has been corrected.
Diagnostic Aids
^ Possible causes:
- Stoplamp switch fuse open.
- Stoplamp switch contacts open.
- Stoplamp switch misadjusted.
- Stoplamp switch fuse power feed circuit open.
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ An intermittent malfunction is most likely caused by a poor connection, rubbed through wire insulation, or a wire that is broken inside the
insulation.
^ Also, verify proper stoplamp switch operation using the Data List of the scan tool. As the brake is applied, the data list should display the
stoplamp switch on within 1 inch of travel.
C1294
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Chevrolet Venture V6-3.4L VIN E 1782
Circuit Description
This DTC occurs when internal self-checking safety logic has determined that the Stoplamp Switch is continuously on. This is important because
the TCS can not be activated when the Stoplamp Switch is on.
Diagnostic Aids
^ Possible causes:
- Stoplamp switch circuit shorted to voltage.
- Stoplamp switch misadjusted or shorted.
- Sticking contacts inside stoplamp switch.
- Binding pedal.
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Chevrolet Venture V6-3.4L VIN E 1783
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
C1295
Circuit Description
The EBCM sources 5 volts on the stoplamp signal circuit. The voltage is supplied a ground path through the stoplamp bulbs. This DTC sets
when the path to ground is open or has high resistance.
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Chevrolet Venture V6-3.4L VIN E 1784
Diagnostic Aids
^ Possible causes:
- Stoplamp switch input circuit open.
- All stoplamps open.
- Open stoplamp ground.
-Circuit has a wiring problem, terminal corrosion, or poor connections.
^ It is very important that a thorough inspection of the wiring and connectors be performed. Failure to carefully and fully inspect wiring and
connectors may result in misdiagnosis, causing part replacement with reappearance of the malfunction.
^ If an intermittent malfunction exists refer to Testing for Intermittent and Poor Connections.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
3. This DTC detects an open stop lamp signal circuit from the stoplamp side of the IP Accessory Wiring Junction Block to the EBCM.
4. The EBCM sources 5 volts on the stoplamp signal circuit. This small voltage has a ground path through the stoplamp bulbs. This DTC sets if
the path to ground is open.
C1298
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Chevrolet Venture V6-3.4L VIN E 1785
Circuit Description
The Class 2 serial data line allows all the modules on the line to transmit information to each other as needed. Each module is assigned an ID and
all the information sent out on the line is assigned a priority by which it is received. When the ignition switch is turned to the ON position, each
module will begin to send and receive information. Each module on the Class 2 serial data line knows what information it needs to send out and
what information it should be receiving. What the modules do not know is which module is supposed to send them the information. This
information is only learned after the module has received the information it needs along with the ID of the module that sent the information. This
information is then remembered until the ignition switch is turned off.
Diagnostic Aids
^ Thoroughly inspect the wiring and the connectors. Failure to carefully and fully inspect the wiring and the connectors can result in
misdiagnosis. Misdiagnosis may cause replacement of parts without repairing the malfunction.
^ An intermittent malfunction is most likely caused by a poor connection, rubbed through wire insulation, or a wire that is broken inside the
insulation.
^ Refer to Testing for Intermittent and Poor Connections for intermittent problems.
The following diagnosis might be helpful if the vehicle exhibits the symptom described in the PI.
Condition/Concern:
DTC U1000 or U1255 set current or history, with or without other DTCs
Recommendation/Instructions:
DTC U1000 Class 2 Data Link
DTC U1255 Lost Communications
These DTCs set when the control module does not receive a message that it was expecting from another control module, and does not know
which control module did not send that message.
1. If the DTC U1000 or U1255 is set in history with other DTCs set current or history, diagnose the other DTCs first.
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Chevrolet Venture V6-3.4L VIN E 1786
2. If the DTC U1000 or U1255 set current, this usually indicates a module that is currently not communicating or a configuration issue.
For example, if the control module is configured for an option (ie: Onstar, Keyless Entry, Memory Mirrors, etc.) that the vehicle does not
have, it may expect to receive a message regarding this missing feature. This would usually occur due to the control module being recently
replaced and incorrectly setup.
3. When the DTC U1000 or U1255 is current, the module that is not communicating may not even be listed on the Tech 2 on the Diagnostic
Circuit Check/Class 2 Message Monitor list.
4. If the DTC U1000 or U1255 has set in history without other DTCs, replacing the control module setting the DTC is most likely NOT the
solution. The module that has set the code is looking for an input from another module that is not communicating. Since the module did not
receive an input that it is expecting to see, it sets a U1000 or U1255 which indicates there was a loss of communications. Look at the
customer's complaint (ie: intermittent, erratic tachometer operation); this will probably be a better indication of the control module that is the
source of the concern.
Please follow this diagnosis 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 these steps do not resolve the condition.
Data Link Communications
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Chevrolet Venture V6-3.4L VIN E 1787
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. 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 about five seconds of beginning serial data communication, DTC U1000 or U1255 is set.
When more than one critical parameter does not have an identification number associated with it, the DTC will only be reported once.
DIAGNOSTIC AIDS
When a malfunction (such as an open fuse to a module) occurs while modules are communicating, a Lost Communication DTC is set as a current
DTC. When the modules stop communicating (ignition is turned OFF) the current Lost Communication DTC 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 DTC U1000
or U1255 is set current by the other modules. If the malfunction occurs when the modules are not communicating, only DTC U1000 or U1255 is
set.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table.
1. A Lost Communication with XXX DTC with a history status may indicate the cause of U1000 or U1255.
2. The module(s) which is not communicating is the likely cause of U1000 or U1255 being set. The following modules communicate on the
class 2 serial data circuit:
^ PCM
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Chevrolet Venture V6-3.4L VIN E 1789
^ EBCM
^ SDM
^ IPC
^ PK3
^ DID
^ Radio
5. The module which was not communicating may have set Lost Communication with XXX DTCs for those modules that it was monitoring.
6. The module which was not communicating may have set Lost Communication with XXX DTCs for those modules that it was monitoring.
7. The module which was not communicating may have set Lost Communication with XXX DTCs for those modules that it was monitoring.
11. The modules which can communicate indicate the module which cannot communicate. You must clear the DTC from these modules to avoid
future misdiagnosis.
13. If all modules are communicating, the module which set U1000 or U1255 may have done so due to some other condition.
14. The module which set U1000 or U1255 is the likely cause of the malfunction.
U1016
Diagnostic Chart
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Chevrolet Venture V6-3.4L VIN E 1790
The Control Module ID Number list provides a method for determining which module is not communicating. A module with an internal class 2
serial data circuit malfunction or which loses power during the current ignition cycle would have a Lost Communication DTC set by other modules.
Use the Control Module ID Number list in order to determine which module is not communicating and the Lost Communications with XXX
diagnostic table in order to diagnose the malfunction.
Diagnostic Chart
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. 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 (Node Alive messages). 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 two
seconds. When no message is detected from a learned identification number for five seconds, a DTC U1XXX (where XXX is equal to the three
digit identification number) is set.
Diagnostic Aids
^ An intermittent open between the inoperative module and the splice pack SP205 or may cause this code to set.
^ A poor connection at the inoperative module or the splice pack SP205 may cause this code to set.
^ An intermittent open in the splice pack SP205 may cause this code to set.
^ An improperly powered module may cause this code to set.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
1. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
2. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
3. The malfunction is due to an open in the class 2 serial data circuit or an open in the module.
7. The module which was not communicating may have set Lost Communication DTCs for those modules that it was monitoring.
9. The modules which can communicate indicate the module which cannot communicate. You must clear the DTC from these modules to avoid
future misdiagnosis.
U1040
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Chevrolet Venture V6-3.4L VIN E 1791
Diagnostic Chart
The Control Module ID Number list provides a method for determining which module is not communicating. A module with an internal class 2
serial data circuit malfunction or which loses power during the current ignition cycle would have a Lost Communication DTC set by other modules.
Use the Control Module ID Number list in order to determine which module is not communicating and the Lost Communications with XXX
diagnostic table in order to diagnose the malfunction.
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Chevrolet Venture V6-3.4L VIN E 1792
Diagnostic Chart
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. 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 (Node Alive messages). 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 two
seconds. When no message is detected from a learned identification number for five seconds, a DTC U1XXX (where XXX is equal to the three
digit identification number) is set.
Diagnostic Aids
^ An intermittent open between the inoperative module and the splice pack SP205 or may cause this code to set.
^ A poor connection at the inoperative module or the splice pack SP205 may cause this code to set.
^ An intermittent open in the splice pack SP205 may cause this code to set.
^ An improperly powered module may cause this code to set.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
1. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
2. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
3. The malfunction is due to an open in the class 2 serial data circuit or an open in the module.
7. The module which was not communicating may have set Lost Communication DTCs for those modules that it was monitoring.
9. The modules which can communicate indicate the module which cannot communicate. You must clear the DTC from these modules to avoid
future misdiagnosis.
U1088
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Chevrolet Venture V6-3.4L VIN E 1793
Diagnostic Chart
The Control Module ID Number list provides a method for determining which module is not communicating. A module with an internal class 2
serial data circuit malfunction or which loses power during the current ignition cycle would have a Lost Communication DTC set by other modules.
Use the Control Module ID Number list in order to determine which module is not communicating and the Lost Communications with XXX
diagnostic table in order to diagnose the malfunction.
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Chevrolet Venture V6-3.4L VIN E 1794
Diagnostic Chart
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. 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 (Node Alive messages). 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 two
seconds. When no message is detected from a learned identification number for five seconds, a DTC U1XXX (where XXX is equal to the three
digit identification number) is set.
Diagnostic Aids
^ An intermittent open between the inoperative module and the splice pack SP205 or may cause this code to set.
^ A poor connection at the inoperative module or the splice pack SP205 may cause this code to set.
^ An intermittent open in the splice pack SP205 may cause this code to set.
^ An improperly powered module may cause this code to set.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
1. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
2. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
3. The malfunction is due to an open in the class 2 serial data circuit or an open in the module.
7. The module which was not communicating may have set Lost Communication DTCs for those modules that it was monitoring.
9. The modules which can communicate indicate the module which cannot communicate. You must clear the DTC from these modules to avoid
future misdiagnosis.
U1096
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Chevrolet Venture V6-3.4L VIN E 1795
Diagnostic Chart
The Control Module ID Number list provides a method for determining which module is not communicating. A module with an internal class 2
serial data circuit malfunction or which loses power during the current ignition cycle would have a Lost Communication DTC set by other modules.
Use the Control Module ID Number list in order to determine which module is not communicating and the Lost Communications with XXX
diagnostic table in order to diagnose the malfunction.
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Chevrolet Venture V6-3.4L VIN E 1796
Diagnostic Chart
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. 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 (Node Alive messages). 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 two
seconds. When no message is detected from a learned identification number for five seconds, a DTC U1XXX (where XXX is equal to the three
digit identification number) is set.
Diagnostic Aids
^ An intermittent open between the inoperative module and the splice pack SP205 or may cause this code to set.
^ A poor connection at the inoperative module or the splice pack SP205 may cause this code to set.
^ An intermittent open in the splice pack SP205 may cause this code to set.
^ An improperly powered module may cause this code to set.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
1. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
2. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
3. The malfunction is due to an open in the class 2 serial data circuit or an open in the module.
7. The module which was not communicating may have set Lost Communication DTCs for those modules that it was monitoring.
9. The modules which can communicate indicate the module which cannot communicate. You must clear the DTC from these modules to avoid
future misdiagnosis.
U1192
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Chevrolet Venture V6-3.4L VIN E 1797
Diagnostic Chart
The Control Module ID Number list provides a method for determining which module is not communicating. A module with an internal class 2
serial data circuit malfunction or which loses power during the current ignition cycle would have a Lost Communication DTC set by other modules.
Use the Control Module ID Number list in order to determine which module is not communicating and the Lost Communications with XXX
diagnostic table in order to diagnose the malfunction.
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Chevrolet Venture V6-3.4L VIN E 1798
Diagnostic Chart
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. 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 (Node Alive messages). 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 two
seconds. When no message is detected from a learned identification number for five seconds, a DTC U1XXX (where XXX is equal to the three
digit identification number) is set.
Diagnostic Aids
^ An intermittent open between the inoperative module and the splice pack SP205 or may cause this code to set.
^ A poor connection at the inoperative module or the splice pack SP205 may cause this code to set.
^ An intermittent open in the splice pack SP205 may cause this code to set.
^ An improperly powered module may cause this code to set.
Test Description
The number(s) below refer to the step number(s) on the diagnostic table.
1. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
2. A module which loses power during an ignition cycle will cause other module(s) to set Lost Communication DTCs.
3. The malfunction is due to an open in the class 2 serial data circuit or an open in the module.
7. The module which was not communicating may have set Lost Communication DTCs for those modules that it was monitoring.
9. The modules which can communicate indicate the module which cannot communicate. You must clear the DTC from these modules to avoid
future misdiagnosis.
Important Information
Subject: All GM Vehicles Using Class 2 Communications Diagnostic Strategy for DTC U1000 or U1255 - PIT3154 - (09/10/2004)
The following diagnosis might be helpful if the vehicle exhibits the symptom described in the PI.
Condition/Concern:
DTC U1000 or U1255 set current or history, with or without other DTCs
Recommendation/Instructions:
DTC U1000 Class 2 Data Link
DTC U1255 Lost Communications
These DTCs set when the control module does not receive a message that it was expecting from another control module, and does not know
which control module did not send that message.
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1. If the DTC U1000 or U1255 is set in history with other DTCs set current or history, diagnose the other DTCs first.
2. If the DTC U1000 or U1255 set current, this usually indicates a module that is currently not communicating or a configuration issue.
For example, if the control module is configured for an option (ie: Onstar, Keyless Entry, Memory Mirrors, etc.) that the vehicle does not
have, it may expect to receive a message regarding this missing feature. This would usually occur due to the control module being recently
replaced and incorrectly setup.
3. When the DTC U1000 or U1255 is current, the module that is not communicating may not even be listed on the Tech 2 on the Diagnostic
Circuit Check/Class 2 Message Monitor list.
4. If the DTC U1000 or U1255 has set in history without other DTCs, replacing the control module setting the DTC is most likely NOT the
solution. The module that has set the code is looking for an input from another module that is not communicating. Since the module did not
receive an input that it is expecting to see, it sets a U1000 or U1255 which indicates there was a loss of communications. Look at the
customer's complaint (ie: intermittent, erratic tachometer operation); this will probably be a better indication of the control module that is the
source of the concern.
Please follow this diagnosis 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 these steps do not resolve the condition.
Data Link Communications
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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. 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 about five seconds of beginning serial data communication, DTC U1000 or U1255 is set.
When more than one critical parameter does not have an identification number associated with it, the DTC will only be reported once.
DIAGNOSTIC AIDS
When a malfunction (such as an open fuse to a module) occurs while modules are communicating, a Lost Communication DTC is set as a current
DTC. When the modules stop communicating (ignition is turned OFF) the current Lost Communication DTC 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 DTC U1000
or U1255 is set current by the other modules. If the malfunction occurs when the modules are not communicating, only DTC U1000 or U1255 is
set.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table.
1. A Lost Communication with XXX DTC with a history status may indicate the cause of U1000 or U1255.
2. The module(s) which is not communicating is the likely cause of U1000 or U1255 being set. The following modules communicate on the
class 2 serial data circuit:
^ PCM
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^ EBCM
^ SDM
^ IPC
^ PK3
^ DID
^ Radio
5. The module which was not communicating may have set Lost Communication with XXX DTCs for those modules that it was monitoring.
6. The module which was not communicating may have set Lost Communication with XXX DTCs for those modules that it was monitoring.
7. The module which was not communicating may have set Lost Communication with XXX DTCs for those modules that it was monitoring.
11. The modules which can communicate indicate the module which cannot communicate. You must clear the DTC from these modules to avoid
future misdiagnosis.
13. If all modules are communicating, the module which set U1000 or U1255 may have done so due to some other condition.
14. The module which set U1000 or U1255 is the likely cause of the malfunction.
U1300
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 (State of Health) messages are transmitted by each
module on the class 2 serial data circuit about once every two seconds. When the module detects no messages and a low voltage on the class 2
serial data circuit for approximately three seconds, U1300 is set. The setting of all other class 2 serial communication DTCs is inhibited.
DIAGNOSTIC AIDS
^ This DTC cannot be retrieved with a current status. Diagnosis of an U1300 is accomplished via the symptom, Scan Tool Does Not
Communicate with Class 2 Device.
^ An intermittent condition is likely to be caused by a short to ground on the class 2 serial data circuit. Refer to Scan Tool Does Not
Communicate with Class 2 Device in order to isolate an intermittent condition.
U1301
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 (State of Health) messages are transmitted by each
module on the class 2 serial data circuit about once every two seconds. When the module detects no messages and a low voltage on the class 2
serial data circuit for approximately three seconds, U1300 is set. The setting of all other class 2 serial communication DTCs is inhibited.
DIAGNOSTIC AIDS
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^ This DTC cannot be retrieved with a current status. Diagnosis of an U1300 is accomplished via the symptom, Scan Tool Does Not
Communicate with Class 2 Device.
^ An intermittent condition is likely to be caused by a short to ground on the class 2 serial data circuit. Refer to Scan Tool Does Not
Communicate with Class 2 Device in order to isolate an intermittent condition.
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 (State of Health) messages are transmitted by each
module on the class 2 serial data circuit about once every two seconds. When the module detects no messages on the class 2 serial data circuit
for approximately three seconds, U1305 is set and the setting of all other class 2 serial communication DTCs is inhibited.
DIAGNOSTIC AIDS
^ This DTC cannot be retrieved with a current status. The diagnosis of U1305 is accomplished via the symptom, Scan Tool Does Not
Communicate with a Class 2 Device. Refer to Scan Tool Does Not Communicate with Class 2 Device.
^ An intermittent condition is likely to be caused by a short to ground or voltage on the class 2 serial data circuit. Use the Scan Tool Does Not
Communicate with a Class 2 Device procedure in order to isolate an intermittent condition. Refer to Scan Tool Does Not Communicate with
Class 2 Device.
DTC 001
DTC 1 Fasten Seat Belt Indicator Control Circuit Shorted B+ or Ground
Schematic
CIRCUIT DESCRIPTION
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The Body Control Module (BCM) controls the operation of the seat belt indicator. The seat belt indicator is located in the instrument cluster. The
BCM turns ON the seat belt indicator by sending voltage through the seat belt indicator supply voltage circuit. The seat belt indicator receives
ground through the ground circuit.
The BCM turns ON the seat belt indicator for 55 seconds when the following conditions are met:
^ The ignition switch is ON
^ The driver's seat belt releases (unfastens).
If the driver's seat belt is fastened during the 55 second period, the BCM turns OFF the seat belt indicator. If the driver's seat belt releases
anytime during the same ignition cycle, the BCM turns ON the seat belt indicator again for 55 seconds.
DIAGNOSTIC AIDS
^ Inspect for a short to ground in the seat belt indicator supply voltage circuit.
^ Inspect for a short to B+ in the seat belt indicator supply voltage circuit.
^ Inspect for an internal short to ground or short to B+ within the instrument cluster circuity.
TEST DESCRIPTION
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Diagnostic Chart
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step determines if there is a short to ground or a short to B+ in the seat belt indicator supply voltage circuit.
3. This step determines if there is a short to B+ in the seat belt indicator supply voltage circuit or if there is a malfunctioning BCM.
5. This step determines if there is a short to B+ in the seat belt indicator supply voltage circuit or if there is a malfunctioning instrument cluster.
8. This step determines if there is a short to ground in the seat belt indicator supply voltage circuit or if there is a malfunctioning instrument
cluster.
DTC 002
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Schematic
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CIRCUIT DESCRIPTION
The Body Control Module (BCM) controls the inadvertent load (battery rundown) protection feature. The BCM de-energizes circuit 1393 and
circuit 328 nine to eleven minutes after the ignition switch has been turned from the ACC position or the RUN position to the LOCK position or
the OFF position. The BCM restores power to circuit 1393 and circuit 328 when the following actions occur:
- The ignition switch is turned from the LOCK position or the OFF position to the ACC position or the RUN position.
- The key is removed from the ignition.
- Any vehicle door is opened.
- The instrument panel dimmer switch is turned to the DOME position.
- Any interior courtesy light connected to circuit 1393 and circuit 328 is turned on.
- The BCM receives a message to unlock the doors from the Remote Control Door Lock Receiver (BCM type 3 or type 4 only).
- A door is unlocked using a key (BCM type 4 only).
The inadvertent load (battery rundown) protection feature is mileage-sensitive. Vehicles with less than 15 total driven miles have a time-out of
162-198 seconds instead of 10 minutes.
DIAGNOSTIC AIDS
- Inspect for a short to B+ in circuit 1393 and circuit 328.
- Inspect for a short to ground in circuit 1393 and circuit 328.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
1. Always perform the lighting diagnostic system check before attempting to diagnose the DTC.
2. Tests circuit 1393 for a short to ground.
4. Tests circuit 328 for a short to ground.
6. Tests circuit 328 for a short to B+.
8. Tests circuit 1393 for a short to B+.
DTC 003
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Diagnostic Chart
Schematic
CIRCUIT DESCRIPTION
The Body Control Module (BCM) controls the interior illumination. The BCM turns on the interior (courtesy) lamps when the following actions
occur:
- Any of the vehicle doors are opened.
- The instrument panel dimmer switch is turned to the DOME position.
- Exit illumination is active.
- The doors are unlocked through the keyless entry system (BCM type 3 and type 4 only).
- The doors are unlocked using the door key cylinder (BCM type 4 only).
The BCM turns the interior lamps off when all the vehicle doors are closed and the instrument panel dimmer switch is in the OFF position.
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All the vehicle doors contain a door lock ajar switch. When the driver door is open, the left front door lock ajar switch closes and sends a ground
signal to the BCM through circuit 159.
When one of the right front, left rear, or right rear doors is open, its corresponding door lock ajar switch closes and sends a ground signal to the
BCM through circuit 54.The BCM grounds circuit 690 when detecting a ground signal in any of the following circuits:
- circuit 49
- circuit 54
- circuit 159
When the driver door is closed, the left front door lock ajar switch opens circuit 159. When all of the right front, left rear, and right rear doors are
closed, their corresponding door lock ajar switches open circuit 49. The BCM then opens circuit 690 when any one of circuits 49, 54, or 159 is
open.
The BCM uses the voltage in circuit 240 to power the interior lights through circuit 328 and circuit 1393.The BCM controls the power supplied
to circuit 328 and circuit 1393 for inadvertent load (battery rundown) protection. The BCM opens circuit 690 when the inadvertent battery power
rundown protection is active (circuit 1393 is open).
DIAGNOSTIC AIDS
Inspect for a short to B+ in circuit 690.
The BCM sounds the chime a number of times equivalent to the BCM type installed on the vehicle. At this time the BCM has entered the feature
customization mode. In order to change the interior lighting, cycle the IP dimmer switch from the OFF position to the DOME position and then
back to the OFF position. The BCM sounds a chime a number of times equal to the lighting mode.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
1. Always perform the lighting diagnostic system check before attempting to diagnose DTC 3.
2. Tests for a short to B+ in circuit 690.
DTC 006
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Diagnostic Chart
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Schematics
CIRCUIT DESCRIPTION
The Body Control Module (BCM) type 4 activates the headlamps and the horn when any of the following occurs:
^ The message received from the keyless entry system's Remote Control Door Lock Receiver (RCDLR) in order to perform the alarm mode.
^ The BCM detects a theft attempt when the content theft deterrent is in either the armed or warning mode.
^ The theft deterrent system is in the trunk open mode.
The BCM interfaces with the headlamps through the theft deterrent relay. The theft deterrent relay allows the BCM to turn the headlamps ON
providing a visual alert. The BCM energizes the theft deterrent relay, turning the headlamps ON by grounding circuit 301 during the following
modes:
^ The armed mode-When the content theft deterrent is in the armed mode, the BCM turns the headlamps ON once for 950-1000 ms. The BCM
turns on the headlamps only if the remote activation verification is in either mode 2, 3 or 4. Refer to Diagnostic Aids. The horn also sounds
during this mode. The BCM will sound the horn first then the headlamps will flash.
^ The warning mode-The warning mode attempts to warn away potential intruders prior to setting off the alarm mode. The headlamps will
cycle ON and OFF 5 times at a rate of .09-1.1 hz with a 15-25% active state duty cycle. The horn will sound 5 times during this mode
although the BCM alternates between the horn and the headlamps.
^ The alarm mode-When the content theft deterrent is in the alarm mode, the BCM will turn the headlamps ON and OFF for 2 minutes or until
the alarm is disarmed at a rate of 9.0-1.1 hz with a 15-25% active state duty cycle. The horn will sound during this mode although the BCM
alternates between the horn and the exterior lights.
DIAGNOSTIC AIDS
^ Inspect for a short to B+ or ground in circuit 301.
^ A faulty theft deterrent relay.
^ Perform the following test while moving the wiring and connectors. This will cause the malfunction to appear.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table.
1. Always perform the theft deterrent diagnostic system check before attempting to diagnose the DTC.
2. Tests for a short to B+ in circuit 301
3. Tests for a short to ground in circuit 301
4. Tests for a faulty theft deterrent relay.
DTC 007
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The vehicle horns are activated whenever ground is applied to the horn relay coil through circuit 28. Ground may be applied to the relay coil by
either of the following methods:
- The Body Control Module (BCM) (with UA6 only)
- The horn switch
DIAGNOSTIC AIDS
Inspect for a short to B+ or ground in circuit 28.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
1. Always perform the horns diagnostic system check before attempting to diagnose DTC 7.
2. Inspects for a short to B+ in circuit 28.
3. Inspects for a short to ground in circuit 28.
4. Circuit 28 includes the horn slip ring and the horn switch. The horn switch is part of the inflatable restraint steering wheel module. The slip
ring and switch must be tested for a short to B+ when testing circuit 28. Refer to Circuit Testing and Wiring Repairs in Diagrams and
Inflatable Restraint Steering Wheel Module Replacement in SIR.
5. Circuit 28 includes the horn slip ring and the horn switch. The horn switch is part of the inflatable restraint steering wheel module. The slip
ring and switch must be tested for a short to ground when testing circuit 28. Refer to Circuit Testing and Wiring Repairs in Diagrams and
Inflatable Restraint Steering Wheel Module Replacement in SIR.
For a description of the RPO Code(s) shown in this article, refer to the RPO Code List found at Vehicle/Application and ID. See: Application and
ID
DTC 008
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Remote Control Door Lock Receiver (RCDLR) communicates with the Body Control Module (BCM) through the keyless entry serial data
circuit. When any button on the keyless entry transmitter is pressed, the transmitter sends a signal to the RCDLR. The RCDLR sends either a
lock or unlock request to the BCM, depending on which button is pressed on the transmitter.
The BCM receives the message and performs the appropriate function.
DIAGNOSTIC AIDS
Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
1. Always perform the keyless entry diagnostic system check before attempting to diagnose DTC 8.
2. This step tests for B+ on the keyless entry serial data circuit.
3. This step tests the keyless entry serial data circuit for a short to voltage.
4. This step tests the keyless entry serial data circuit for a high resistance or an open.
5. This step tests the keyless entry serial data circuit for a short to ground.
DTC 013
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Schematic
CIRCUIT DESCRIPTION
The Power Sliding Door (PSD) contains an optical sensor that provides sliding door position information to the rear side door actuator control
module. The optical sensor sends pulses to the rear side door actuator control module when the sliding door is moving. The rear side door
actuator control module keeps track of these optical sensor pulses at all times, even when the sliding door is open or closed manually with the
power sliding door on/off switch in the off position. The optical sensor pulses allow the rear side door actuator control module to calculate the
position of the sliding door. Also, the optical sensor allows the rear side door actuator control module to resume PSD operation after operating
the sliding door manually.
In addition to the optical sensor, the rear side door actuator control module uses the PSD detent switch to determine when the sliding door is
open, ajar, or latched. The PSD detent switch is part of the sliding door latch assembly. The PSD detent switch sends ground signals to the rear
side door actuator control module through circuit 1892 indicating when the sliding door is open, ajar, or latched (fully closed). The PSD detent
switch receives ground through circuit 750. Circuits 750 and 1892 pass through the switch plate plungers and pads located on the B-pillar.
When the PSD is closing and the sliding door is about 30 cm (12 in.) from being closed, the rear side door actuator control module reduces
power to the cable motor. This action slows down the movement of the sliding door. Once the switch plate plungers and pads make contact,
circuits 750 and 1892 are completed and the rear side door actuator control module is able to monitor the PSD detent switch input.
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When the sliding door latch moves from the open to the secondary latch (ajar) position, the PSD detent switch no longer sends a ground signal to
the rear side door actuator control module, thus opening circuit 1892. This action signals the rear side door actuator control module that the
sliding door has passed from the open door to the secondary latch (ajar) position. Upon detecting the door ajar position, the rear side door
actuator control module sends full power to the cable motor.
As the sliding door continues to close, the sliding door latch moves from the ajar to the primary latch position. The PSD detent switch sends and
another ground signal to the rear side door actuator control module when the sliding door is between the secondary and primary latch position.
This action signals the rear side door actuator control module that the sliding door has passed from ajar to door closed position. Then, the rear
side door actuator control module disengages the clutch and de-energizes the cable motor.
DIAGNOSTIC AIDS
^ Inspect for the following conditions:
- Poor connector terminal contact at the rear side door actuator control module
- Poor interface of switch plate plungers and striker
- An open in circuit 1892
- An open in circuit 750
- Poor ground, G302
- A short to ground in circuit 1892
- A faulty PSD detent switch
^ Prevent bright light from reaching the optical sensor when performing diagnostics with the rear quarter trim panel removed. Bright light may
cause the rear side door actuator control module to lose track of the sliding door position.
^ An intermittent failure may be difficult to detect and to accurately diagnose. Faulty electrical connections or wiring causes most intermittent
problems. When an intermittent condition is suspected, inspect the suspected circuits for the following conditions:
- Poor mating of connector halves
- Backed out terminals
- Improperly formed or damaged terminals
- Wire chafing
- Poor wire-to-terminal connections
- Dirty or corroded terminals
- Damaged connector bodies
- A broken wire inside the insulation
^ Use a J 35616-A whenever a diagnostic procedure requests probing or inspecting a terminal. Using the J 35616-A ensures that no damage to
the terminal will occur. Using the J 35616-A provides an estimate of whether the contact tension is sufficient.
TEST DESCRIPTION
The number(s) below the step number(s) on the diagnostic table.
2. This step performs the Diagnostic Mode 2: Input Test.
3. This step determines if the malfunction is in the sliding door or in the vehicle.
4. This step tests for an open in circuit 750 (door side).
5. This step tests for an open in circuit 1892 (door side).
6. This step determines if circuit 1892 is shorted to ground (door side) or the PSD detent switch is faulty.
7. This step tests for an open in circuit 750 (vehicle side).
8. This step tests for a short to ground in circuit 1892 (vehicle side).
9. This step tests for an open in circuit 1892 (vehicle side).
17. This step determines if the malfunction is intermittent or the rear side door actuator control module is faulty.
DTC 014
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Diagnostic Chart
CIRCUIT DESCRIPTION
The Power Sliding Door (PSD) contains a microprocessor-based control module. The rear side door actuator control module monitors the inputs
from the following components:
^ The PSD on/off switch
^ The overhead console PSD open/close switch
^ The RH B-pillar PSD open/close switch
^ The PARK position of the transaxle range switch
^ The ignition switch
^ The keyless entry system's Remote Control Door Lock Receiver (RCDLR)
The rear side door actuator control module determines the position of the sliding door through the following components:
^ The PSD detent switch
^ The optical sensor
Based on these inputs, the rear side door actuator control module sends outputs to the following components:
^ The cable motor
^ The clutch
^ The unlatch actuator
^ The PSD alarm
DIAGNOSTIC AIDS
An Intermittent failure may be difficult to detect and to accurately diagnose. Faulty electrical connections or wiring causes most Intermittent
problems. When an Intermittent condition is suspected, inspect the suspected circuits for the following conditions:
^ Poor mating of connector halves
^ Backed out terminals
^ Improperly formed or damaged terminals
^ Wire chafing
^ Poor wire-to-terminal connections
^ Dirty or corroded terminals
^ Damaged connector bodies
^ A broken wire inside the insulation
TEST DESCRIPTION
The number(s) below the step number(s) on the diagnostic table.
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2. This step performs Diagnostic Mode 1: Reading DTCs.
DTC 022
Diagnostic Chart
Schematic
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CIRCUIT DESCRIPTION
The Power Sliding Door (PSD) contains an optical sensor that provides sliding door position information to the rear side door actuator control
module. The optical sensor sends pulses to the rear side door actuator control module when the sliding door is moving. The rear side door
actuator control module keeps track of these optical sensor pulses at all times, even when the sliding door is opened or closed manually with the
power sliding door on/off switch in the off position. The optical sensor pulses allow the rear side door actuator control module to calculate the
position of the sliding door. Also, the optical sensor allows the rear side door actuator control module to resume PSD operation after operating
the sliding door manually.
DIAGNOSTIC AIDS
^ inspect for the following conditions:
- An open in circuit 340
- Poor connector terminal contact in the PSD electrical connectors
- A faulty rear side door actuator motor assembly
^ Prevent bright light from reaching the optical sensor when performing diagnostics with the rear quarter trim panel removed. Bright light may
cause the rear side door actuator control module to be unable to monitor the sliding door position.
^ An Intermittent failure may be difficult to detect and to accurately diagnose. Faulty electrical connections or wiring causes most Intermittent
problems. When an Intermittent condition is suspected, inspect the suspected circuits for the following conditions:
- Poor mating of connector halves
- Backed out terminals
- Improperly formed or damaged terminals
- Wire chafing
- Poor wire-to-terminal connections
- Dirty or corroded terminals
- Damaged connector bodies
- A broken wire inside the insulation
^ Use a J 35616-A whenever a diagnostic procedure requests probing or inspecting a terminal. Using the J 35616-A ensures that no damage to
the terminal will occur. Using the J 35616-A provides an estimate of whether the contact tension is sufficient.
TEST DESCRIPTION
The number(s) below the step number(s) on the diagnostic table.
2. This step tests for an open in circuit 340.
3. This step determines if the DTC set due to a poor electrical connection and not because of a faulty rear side door actuator control module.
DTC 023
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Schematic
CIRCUIT DESCRIPTION
The rear side door actuator control module uses the PSD detent switch to determine when the sliding door is open, ajar, or latched. The PSD
detent switch is part of the sliding door latch assembly. The PSD detent switch sends ground signals to the rear side door actuator control module
through circuit 1892 indicating when the sliding door is open, ajar, or latched (fully closed). The PSD detent switch receives its ground through
circuit 750. Circuits 750 and 1892 are completed through the switch plate plungers and pads located on the B-pillar. When the PSD is closing
and the sliding door is about 30 cm (12 in.) from being closed, the rear side door actuator control module reduces power to the cable motor. This
action slows down the movement of the sliding door. Once the switch plate plungers and pads make contact, circuits 750 and 1892 are completed
and the rear side door actuator control module is able to monitor the door lock latch switch input.
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When the sliding door latch moves from the open to the secondary latch (ajar) position, the PSD detent switch no longer sends a ground signal to
the rear side door actuator control module, thus opening circuit 1892. This action signals the rear side door actuator control module that the
sliding door has passed from the open door to the secondary latch (ajar) position. Upon detecting the door ajar position, the rear side door
actuator control module sends full power to the cable motor.
As the sliding door continues to close, the sliding door latch moves from the ajar to the primary latch position. The PSD detent switch sends
another ground signal to the rear side door actuator control module when the sliding door is between the secondary and primary latch position.
This action signals the rear side door actuator control module that the sliding door has passed from ajar to door closed position. Then, the rear
side door actuator control module disengages the clutch and de-energizes the cable motor.
DIAGNOSTIC AIDS
^ Perform the following:
^ Check the door rods/latch: Inspect, adjust or replace the door lock rods and linkage. Lock Rod Adjustment - Sliding Door. Also, inspect,
adjust or replace the rear latch. Lock Replacement - Sliding Door Rear.
^ Repair the electrical noise: Check the pads/plungers for secure attachment to body/door; replace pouch in fasteners if necessary. Check of
corrosion, water entry, dirty or sticking plungers; clean or replace plungers. Check ground circuits. Check the detent switch; replace if
necessary.
^ Check the adjustment of the sliding door. Door Up/Down Adjustment - Sliding for up/down adjustment, Door Front Edge In/Out
Adjustment - Sliding for door front edge in/out adjustment, or Door Rear Edge In/Out Adjustment - Sliding for door rear edge in/out
adjustment.
^ Inspect for the following conditions:
- Good interface of switch plate plungers and pads
- An open in circuit 1892
- An open in circuit 750
- Poor G302
- A short to ground in circuit 1892
- A faulty PSD detent switch
^ An Intermittent failure may be difficult to detect and to accurately diagnose. Faulty electrical connections or wiring causes most Intermittent
problems. When an Intermittent condition is suspected, inspect the suspected circuits for the following conditions:
- Poor mating of connector halves
- Backed out terminals
- Improperly formed or damaged terminals
- Wire chafing
- Poor wire-to-terminal connections
- Dirty or corroded terminals
- Damaged connector bodies
- A broken wire inside the insulation
- Does not latch to primary (AJAR)
- Door almost closes then releases to full open
^ Use a J 35616-A whenever a diagnostic procedure requests probing or inspecting a terminal. Using the J 35616-A ensures that no damage to
the terminal will occur. Using the J 35616-A provides an estimate of whether the contact tension is sufficient.
TEST DESCRIPTION
The number(s) below the step number(s) on the diagnostic table.
2. This step performs the Diagnostic Mode 2: Input Test.
3. This step determines if the malfunction is in the sliding door or in the vehicle.
4. This step tests for an open in circuit 750 (door side).
5. This step tests for an open in circuit 1892 (door side).
6. This step determines if circuit 1892 is shorted to ground (door side) or if the PSD detent switch is faulty.
7. This step tests for an open in circuit 750 (vehicle side).
8. This step tests for a short to ground in circuit 1892 (vehicle side).
9. This step tests for an open in circuit 1850 (vehicle side).
17. This step determines if the malfunction is Intermittent or if the PSD control module or rear side door actuator control module is faulty.
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Chevrolet Venture V6-3.4L VIN E 1828
DTC 024
Diagnostic Chart
CIRCUIT DESCRIPTION
The rear side door actuator control module uses a vehicle speed signal input. While the vehicle is in motion, the powertrain control module
cycles the voltage in circuit 389 between low and high 4000 times per mile. The rear side door actuator control module uses this input in order to
determine when the vehicle is in motion.
The operator may command the Power Sliding Door (PSD) to close while the vehicle is in motion. Inertial force acting on the sliding door
caused by the vehicle's motion may reverse the sliding door. The rear side door actuator control module recognizes that the vehicle's motion may
have caused the reversal and will continue to close the sliding door.
DIAGNOSTIC AIDS
^ Inspect the system for the following conditions:
- An open in circuit 389
- Poor connector terminal contact at the rear side door actuator control module
- A faulty rear side door actuator control module
^ An Intermittent malfunction can be very difficult to diagnose accurately. Faulty electrical connections or wiring cause most of the
Intermittent conditions. If you suspect an Intermittent condition, inspect the suspect circuits for the following conditions:
- Poorly mating connector halves
- Backed-out connector terminals
- Improperly formed or damaged terminals
- Wire chafing
- Poor wire-to-terminal connections
- Dirty or corroded terminals
- Damaged connector bodies
- A wire broken inside the insulation
^ Use a J 35616-A whenever a diagnostic procedure requires probing or testing a terminal. Use this tool in order to avoid damaging the
terminal. Using this tool will help you determine if the terminal tension is sufficient.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step verifies the integrity of the vehicle speed signal.
3. This step tests for an open in circuit 389.
5. This step determines whether the malfunction is Intermittent, or the rear side door actuator control module is faulty.
DTC 032
Diagnostic Chart
CIRCUIT DESCRIPTION
The rear side door actuator control module uses a vehicle speed signal input. While the vehicle is in motion, the Powertrain Control Module (
PCM) cycles the voltage in circuit 389 between low and high 4000 times per mile. The rear side door actuator control module uses this input in
order to determine when the vehicle is in motion.
The operator may command the Power Sliding Door (PSD) to close while the vehicle is in motion. Inertial force acting on the sliding door
caused by the vehicle's motion may reverse the sliding door. The rear side door actuator control module recognizes that the vehicle's motion may
have caused the reversal and will continue to close the sliding door.
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Chevrolet Venture V6-3.4L VIN E 1830
DIAGNOSTIC AIDS
^ Inspect the system for the following conditions:
- A short to ground in circuit 389
- An open in circuit 275
- A malfunction in the transaxle range switch circuitry
- A faulty control module rear side door actuator
^ An Intermittent malfunction can be very difficult to diagnose accurately. Faulty electrical connections or wiring cause the most Intermittent
conditions. If you suspect an Intermittent condition, inspect the suspect circuits for the following conditions:
- Wire chafing
- Damaged connector bodies
^ Use a J 35616-A whenever a diagnostic procedure requires probing or testing a terminal. Use this tool in order to avoid damaging the
terminal. Using this tool will help determine if the terminal tension is sufficient.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step verifies the integrity of the vehicle speed signal.
3. This step determines whether the malfunction is Intermittent, or the rear side door actuator control module is faulty.
B0016
DTC B0016 RF/Passenger Frontal Deployment Loop (Single Stage or Stage 1) RESIST Low
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then, the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be performed.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ A short between the passenger frontal high and the passenger frontal low circuits.
^ A malfunctioning shorting bar on the inflatable restraint IP module 2-way connector.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1832
Steps 1 - 7
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Chevrolet Venture V6-3.4L VIN E 1833
Steps 8 - 10
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inline connector C216.
7. This step determines if there is a short between the passenger frontal high and the passenger frontal low circuits or if there is a
malfunctioning SDM.
B0017
DTC B0017 RF/Passenger Frontal Deployment Loop (Single Stage or Stage 1) Open
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
Deployment loop resistance measurement test -Passenger frontal deployment loop resistance is more than 3.7 Ohms for 300 milliseconds.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ The inflatable restraint IP module 2-way harness connector terminal A and terminal B.
^ The SDM wiring harness connector terminal A3 and terminal A8.
^ The wire to terminal connections in the passenger frontal high circuit.
^ The wire to terminal connections in the passenger frontal low circuit.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
Steps 1 - 6
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Chevrolet Venture V6-3.4L VIN E 1835
Steps 7 - 14
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inline connector C216
7. This step checks the SDM wiring harness connector.
9. This step checks for an open or a high resistance in the passenger frontal high circuit.
11. This step determines if there is an open or a high resistance in the passenger frontal low circuit or if there is a malfunctioning SDM.
B0018
DTC B0018 RF/Passenger Frontal Deployment Loop (Single Stage or Stage 1) Short to Ground/Voltage Out of Range
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Chevrolet Venture V6-3.4L VIN E 1836
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
Deployment loop resistance measurement test-Passenger frontal high terminal A3 of is less than 2 volts AND passenger frontal deployment loop
resistance is less than 6 Ohms for 300 milliseconds.
DIAGNOSTIC AIDS
A short to B+ or a short to ground condition in the inflatable restraint IP module deployment loop can cause an intermittent condition. Inspect the
passenger frontal high and passenger frontal low circuits carefully for cutting or chafing. Wiring pigtail damage requires replacement of the
inflatable restraint IP module.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1837
Steps 1 - 7
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Chevrolet Venture V6-3.4L VIN E 1838
Steps 8 - 16
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inline connector C216.
7. This step checks to see if there is a short to ground in the passenger frontal high circuit.
9. This step checks to see if there is a short to ground in the passenger frontal low circuit.
11. This step checks to see if there is a short to B+ in the passenger frontal high circuit.
13. This step determines if there is a short to B+ in the passenger frontal low circuit or if there is a malfunctioning SDM.
16. This step clears all SIR and all communication DTCs.
B0022
DTC B0022 LF/Driver Front Deploy Loop (Single Stage or Stage 1) Resist Low
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Chevrolet Venture V6-3.4L VIN E 1839
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ A short between the driver frontal high and driver frontal low circuits.
^ A malfunctioning shorting bar on the inflatable restraint steering wheel module 2-way connector
^ A malfunctioning shorting bar on the inflatable restraint steering wheel module coil 2-way connector.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1840
Steps 1 - 7
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Chevrolet Venture V6-3.4L VIN E 1841
Steps 8 - 12
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inline connector C215.
9. This step determines if there is a short between the driver frontal high and driver frontal low circuits or if there is a malfunctioning SDM.
B0024
DTC B0024 LF/Driver Frontal Deployment Loop (Single Stage or Stage 1) Short to Ground/Voltage Out of Range
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint sensing and diagnostic module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
Deployment loop resistance measurement test-Driver frontal high terminal A6 is less than 2 Volts AND driver frontal deployment loop resistance
is less than 6 Ohms for 300 milliseconds.
DIAGNOSTIC AIDS
A short to B+ or a short to ground in the inflatable restraint steering wheel module deployment loop can cause an intermittent condition. Inspect
the driver frontal high and driver frontal low circuits carefully for cutting or chafing. Wiring pigtail damage requires replacement of the inflatable
restraint steering wheel module coil.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1843
Steps 1 - 7
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Chevrolet Venture V6-3.4L VIN E 1844
Steps 8 - 18
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inline connector C215.
6. This step determines if the inflatable restraint steering wheel module coil or the inflatable restraint steering wheel module is defective.
9. This step checks to see if there is a short to ground in the driver frontal high circuit.
11. This step checks to see if there is a short to ground in the driver frontal low circuit.
13. This step checks to see if there is a short to B+ in the driver frontal high circuit.
15. This step determines if there is a short to B+ in the driver frontal low circuit or if there is a malfunctioning SDM.
B0026
DTC B0026 LF/Driver Frontal Deployment Loop (Single Stage or Stage 1) Open
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Chevrolet Venture V6-3.4L VIN E 1845
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint sensing and diagnostic module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
Deployment loop resistance measurement test - Driver frontal deployment loop resistance is more than 4.8 Ohms for 300 milliseconds.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ The inflatable restraint steering wheel module 2-way connector.
^ The inflatable restraint steering wheel module coil 2-way harness connector terminal A and terminal B.
^ The SDM wiring harness connector terminal A6 and terminal A7.
^ The wire to terminal connections in the driver frontal high circuit.
^ The wire to terminal connections in the driver frontal low circuit.
^ Refer to Testing for intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1846
Steps 1 - 7
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Chevrolet Venture V6-3.4L VIN E 1847
Steps 8 - 16
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inline connector C215.
6. This step determines if the inflatable restraint steering wheel module coil or the inflatable restraint steering wheel module is defective.
9. This step checks to see if the SDM wiring harness connector is OK.
11. This step checks to see if there is an open or a high resistance in the driver frontal high circuit.
13. This step determines if there is an open or a high resistance in the driver frontal low circuit or if there is a malfunctioning SDM.
B0028
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Chevrolet Venture V6-3.4L VIN E 1848
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ A short between the passenger side high and the passenger side low circuits.
^ A malfunctioning shorting bar on the inflatable restraint passenger seat module yellow 2-way connector.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1849
Steps 1 - 6
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Chevrolet Venture V6-3.4L VIN E 1850
Steps 7 - 10
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inflatable restraint passenger seat module yellow 2-way connector.
5. This step checks to see if there is a malfunctioning inflatable restraint passenger seat module.
7. This step determines if there is a short between the passenger side high and the passenger side low or it there is a malfunctioning SDM.
B0029
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
Deployment loop resistance measurement test - Passenger side deployment loop resistance is more than 3.7 Ohms for 300 milliseconds.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ The inflatable restraint passenger seat module yellow 2-way harness connector terminal A and terminal B.
^ The SDM wiring harness connector terminal B3 and terminal B4.
^ The wire to terminal connections in the passenger side high circuit.
^ The wire to terminal connections in the passenger side low circuit.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Steps 1 - 6
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Chevrolet Venture V6-3.4L VIN E 1853
Steps 7 - 12
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inflatable restraint passenger seat module yellow 2-way connector.
5. This step checks to see if there is a malfunctioning inflatable restraint passenger seat module.
7. This step checks to see if there is an open or a high resistance in the passenger side high circuit.
9. This step determines if there is an open or a high resistance in the passenger side low circuit or if there is a malfunctioning SDM.
B0030
DTC B0030 RF/Passenger Side Deployment Loop Short to Ground/Voltage Out of Range
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
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Chevrolet Venture V6-3.4L VIN E 1854
performed.
Deployment loop resistance measurement test - Passenger side high terminal B4 is less than 2 Volts AND passenger side deployment loop
resistance is less than 6 Ohms for 300 milliseconds.
DIAGNOSTIC AIDS
A short to B+ or a short to ground in the inflatable restraint passenger seat module deployment loop can cause an intermittent condition. Inspect
the passenger side high and passenger side low circuits carefully for cutting or chafing. Wiring pigtail damage requires replacement of the
inflatable restraint passenger seat module.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1855
Steps 1 - 6
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Chevrolet Venture V6-3.4L VIN E 1856
Steps 7 - 16
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inflatable restraint passenger seat module yellow 2-way connector.
5. This step checks to see if there is a malfunctioning inflatable restraint passenger seat module.
7. This step checks to see if there is a short to ground in the passenger side high circuit.
9. This step checks to see if there is a short to ground in the passenger side low circuit.
11. This step checks to see if there is a short to B+ in the passenger side high circuit.
13. This step determines if there is a short to B+ in the passenger side low circuit or if there is a malfunctioning SDM.
16. This step clears all SIR and all communication DTCs.
B0040
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Chevrolet Venture V6-3.4L VIN E 1857
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ A short between the driver side high and the driver side low circuits.
^ A malfunctioning shorting bar on the inflatable restraint driver seat module yellow 2-way connector.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1858
Steps 1 - 6
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Chevrolet Venture V6-3.4L VIN E 1859
Steps 7 - 10
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inflatable restraint driver seat module yellow 2-way connector.
5. This step checks to see if there is a malfunctioning inflatable restraint driver seat module.
7. This step determines if there is a short between the driver side high and the driver side low or if there is a malfunctioning SDM.
B0041
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ The inflatable restraint driver seat module yellow 2-way harness connector terminal A and terminal B.
^ The SDM wiring harness connector terminal B1 and terminal B2.
^ The wire to terminal connections in the driver side high circuit.
^ The wire to terminal connections in the driver side low circuit.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1861
Steps 1 - 6
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Chevrolet Venture V6-3.4L VIN E 1862
Steps 7 - 12
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inflatable restraint driver seat module yellow 2-way connector.
5. This step checks to see if there is a malfunctioning inflatable restraint driver seat module.
7. This step checks to see if there is an open or a high resistance in the driver side high circuit.
9. This step determines if there is an open or a high resistance in the driver side low circuit or if there is a malfunctioning SDM.
B0045
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be performed.
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Deployment loop resistance measurement test - Driver side high terminal B1 is less than 2 Volts AND driver side deployment loop resistance is
less than 6 Ohms for 300 milliseconds.
DIAGNOSTIC AIDS
A short to B+ or a short to ground in the inflatable restraint driver seat module deployment loop can cause an intermittent condition. Inspect the
driver side high and driver side low circuits carefully for cutting or chafing. Wiring pigtail damage requires replacement of the inflatable restraint
driver seat module.
TEST DESCRIPTION
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Steps 1 - 6
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Chevrolet Venture V6-3.4L VIN E 1865
Steps 7 - 16
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the inflatable restraint driver seat module yellow 2-way connector.
5. This step checks to see if there is a malfunctioning inflatable restraint driver seat module.
7. This step checks to see if there is a short to ground in the driver side high circuit.
9. This step checks to see if there is a short to ground in the driver side low circuit.
11. This step checks to see if there is a short to B+ in the driver side high circuit.
13. This step determines if there is a short to B+ in the driver side low circuit or if there is a malfunctioning SDM.
16. This step clears all SIR and all communication DTCs.
B0051
CIRCUIT DESCRIPTION
The inflatable restraint Sensing and Diagnostic Module (SDM) contains sensing devices that converts vehicle velocity changes to an electrical
signal. The SDM processes the generated electrical signals and compares it to a value stored in memory. When the generated signals exceeds the
stored value, the SDM performs additional signal processing and compares the generated signals to signals stored in memory. When two of the
generated signals exceed the stored values, the SDM will cause current to flow through the inflator modules, deploying the air bags and the seat
belt pretensioners, causing DTC B0051 to set.
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TEST DESCRIPTION
Diagnostic Chart
The numbers below refer to the step numbers on the diagnostic table:
2. If the inflator module(s) has not deployed, DTC B0051 may have set falsely.
3. If DTC B0051 has set with no signs of frontal impact, the DTC may have falsely.
B0053
CIRCUIT DESCRIPTION
The inflatable restraint Sensing and Diagnostic Module (SDM) contains sensing devices that convert vehicle velocity changes to an electrical
signal. The SDM processes the generated electrical signal and compares it to a value stored in memory. When the generated signal exceeds the
stored value, the SDM performs additional signal processing and compares the generated signals to signals stored in memory. When two of the
generated signals exceed the stored values, the SDM will cause current to flow through the inflator modules, deploying the air bags and the seat
belt pretensioners. DTC B0053 will set along with a DTC B0051 when a deployment occurs while an inflator circuit fault is present that could
possibly result in a non-deployment situation in one or more inflator modules or seat belt pretensioners.
DIAGNOSTIC AIDS
DTC B0053 will be accompanied by another DTC (other than DTC B1000). Repair the malfunction causing the other DTCs before installing a
new SDM.
TEST DESCRIPTION
Diagnostic Chart
The numbers below refer to the step numbers on the diagnostic table:
2. If the inflator module(s) has not deployed, DTC B0053 may have set falsely.
3. If DTC B0053 has set with no signs of frontal impact, the DTC may have set falsely.
B0057
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Chevrolet Venture V6-3.4L VIN E 1868
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ A short between the passenger belt high and the passenger belt low circuits.
^ A malfunctioning shorting bar on the passenger seat belt pretensioner yellow 2-way connector.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1869
Steps 1 - 6
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Chevrolet Venture V6-3.4L VIN E 1870
Steps 7 - 10
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the passenger seat belt pretensioner yellow 2-way connector.
5. This step checks to see if there is a malfunctioning passenger seat belt pretensioner.
7. This step determines if there is a short between the passenger belt high and the passenger belt low or if there is a malfunctioning SDM.
B0058
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ The passenger seat belt pretensioner yellow 2-way harness connector terminal A and terminal B.
^ The SDM wiring harness connector terminal C3 and terminal C4
^ The wire to terminal connections in the passenger belt high circuit.
^ The wire to terminal connections in the passenger belt low circuit.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1872
Steps 1 - 7
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Chevrolet Venture V6-3.4L VIN E 1873
Steps 8 - 12
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the passenger seat belt pretensioner yellow 2-way connector.
5. This step checks to see if there is a malfunctioning passenger seat belt pretensioner.
7. This step checks to see if there is an open or a high resistance in the passenger belt high circuit.
9. This step determines if there is an open or a high resistance in the passenger belt low circuit or if there is a malfunctioning SDM.
B0059
DTC B0059 RF/Passenger Pretensioner Deployment Loop Short to Ground/Voltage Out of Range
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
DIAGNOSTIC AIDS
A short to B+ or a short to ground in the passenger seat belt pretensioner deployment loop can cause an intermittent condition. Inspect the
passenger belt high and passenger belt low circuits carefully for cutting and chafing. Wiring pigtail damage requires replacement of the
passenger seat belt pretensioner.
TEST DESCRIPTION
Steps 1 - 6
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Chevrolet Venture V6-3.4L VIN E 1875
Steps 7 - 16
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the passenger seat belt pretensioner yellow 2-way connector.
5. This step checks to see if there is a malfunctioning passenger seat belt pretensioner.
7. This step checks to see if there is a short to ground in the passenger belt high circuit.
9. This step checks to see if there is a short to ground in the passenger belt low circuit.
11. This step checks to see if there is a short to B+ in the passenger belt high circuit.
13. This step determines if there is a short to B+ in the passenger belt low circuit or if there is a malfunctioning SDM.
16. This step clears all SIR and all communication DTCs.
B0064
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Chevrolet Venture V6-3.4L VIN E 1876
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ A short between the driver belt high and the driver belt low circuits.
^ A malfunctioning shorting bar on the driver seat belt pretensioner yellow 2-way connector.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1877
Steps 1 - 7
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Chevrolet Venture V6-3.4L VIN E 1878
Steps 8 - 10
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the driver seat belt pretensioner yellow 2-way connector.
5. This step checks to see if there is a malfunctioning driver seat belt pretensioner.
7. This step determines if there is a short between the driver belt high and the driver belt low or if there is a malfunctioning SDM.
B0065
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
Deployment loop resistance measurement test - Driver seat belt pretensioner deployment loop resistance is more than 3.7 Ohms for 300
milliseconds.
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Chevrolet Venture V6-3.4L VIN E 1879
DIAGNOSTIC AIDS
The following can cause an intermittent condition:
^ The driver seat belt pretensioner yellow 2-way harness connector terminal A and terminal B.
^ The SDM wiring harness connector terminal C1 and terminal C2.
^ The wire to terminal connections in the driver belt high circuit.
^ The wire to terminal connections in the driver belt low circuit.
^ Refer to Testing for Intermittent and Poor Connections in Diagrams.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1880
Steps 1 - 7
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Chevrolet Venture V6-3.4L VIN E 1881
Steps 8 - 12
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the driver seat belt pretensioner yellow 2-way connector.
5. This step checks to see if there is a malfunctioning driver seat belt pretensioner.
7. This step checks to see if there is an open or a high resistance in the driver belt high circuit.
9. This step determines if there is an open or a high resistance in the driver belt low circuit or if there is a malfunctioning SDM.
B0066
DTC B0066 LF/Driver Preten Deploy Loop Short to Ground/Volt Out of Range
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. Then the SDM performs the following continuous diagnostic tests on the deployment loops:
^ Deployment loop voltage out of range test
^ Deployment loop resistance measurement test
If the voltage out of range test detects a short to voltage condition, the resistance measurement test for that deployment loop will not be
performed.
Deployment loop resistance measurement test - Driver belt high terminal C1 is less than 2 Volts AND driver seat belt pretensioner deployment
loop resistance is less than 6 Ohms for 300 milliseconds.
The SDM commands ON the AIR BAG warning lamp via Class 2 serial data.
DIAGNOSTIC AIDS
A short to B+ or a short to ground in the driver seat belt pretensioner deployment loop can cause an intermittent condition. Inspect the driver belt
high and driver belt low circuits carefully for cutting and chafing. Wiring pigtail damage requires replacement of the driver seat belt pretensioner.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1883
Steps 1 - 7
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Chevrolet Venture V6-3.4L VIN E 1884
Steps 8 - 16
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks the driver seat belt pretensioner yellow 2-way connector.
5. This step checks to see if there is a malfunctioning driver seat belt pretensioner.
7. This step checks to see if there is a short to ground in the driver belt high circuit.
9. This step checks to see if there is a short to ground in the driver belt low circuit.
11. This step checks to see if there is a short to B+ in the driver belt high circuit.
13. This step determines if there is a short to B+ in the driver belt low circuit or if there is a malfunctioning SDM.
16. This step clears all SIR and all communication DTCs.
B0077
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Chevrolet Venture V6-3.4L VIN E 1885
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. The SDM provides input power to the inflatable restraint Side Impact Sensor (SIS). When input power is first
detected, the SIS responds by performing internal diagnostics. Next the SIS sends an ID message to the SDM. The SDM will consider this to be a
valid ID if the response time is less than 5 seconds after the SIS is powered up.The SIS will continually communicate a status message to the
SDM. The SDM can reset the SIS by removing and applying power to it.
DIAGNOSTIC AIDS
An inflatable restraint side impact sensor (SIS) circuit open, high resistance, low resistance, short to ground, or short to voltage can cause an
intermittent condition. Inspect the inflatable restraint side impact sensor high and sensor low circuits carefully for cutting and/or chafing.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1886
Steps 1 - 8
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Chevrolet Venture V6-3.4L VIN E 1887
Steps 9 - 21
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Chevrolet Venture V6-3.4L VIN E 1888
Steps 22 - 28
The numbers below refer to the step numbers on the diagnostic table:
2. This step checks the inflatable restraint side impact sensor wiring harness connector.
4. This step checks the inflatable restraint side impact sensor.
7. This step checks the SDM wiring harness connector.
12. This step checks to see if there is an open or a high resistance in the inflatable restraint side impact sensor circuit.
14. This step checks to see if there is an open or a high resistance in inflatable restraint side impact sensor return circuit.
16. This step checks to see if there is a short between the inflatable restraint side impact sensor circuit and the sensor return circuit.
18. This step checks to see if there is a short to ground in the inflatable restraint side impact sensor circuit.
20. This step checks to see if there is a short to ground in the inflatable restraint side impact sensor return circuit.
22. This step checks to see if there is a short to voltage in the inflatable restraint side impact sensor circuit.
24. This step checks to see if there is a short to voltage in the inflatable restraint side impact sensor return circuit.
27. This step determines if the problem was solved by replacing the inflatable restraint side impact sensor (SIS) or it there is a malfunctioning
SDM.
B0078
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Chevrolet Venture V6-3.4L VIN E 1889
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. The SDM provides input power to the inflatable restraint Side Impact Sensor (SIS). When input power is first
detected, the SIS responds by performing internal diagnostics. Next the SIS sends an ID message to the SDM. The SDM will consider this to be a
valid ID if the response time is less than 5 seconds after the SIS is powered up.The SIS will continually communicate a status message to the
SDM. The SDM can reset the SIS by removing and applying power to it.
DIAGNOSTIC AIDS
An inflatable restraint side impact sensor (SIS) circuit open, high resistance, low resistance, short to ground, or short to voltage can cause an
intermittent condition. Inspect the inflatable restraint side impact sensor high and sensor low circuits carefully for cutting and/or chafing.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1890
Steps 1 - 9
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Chevrolet Venture V6-3.4L VIN E 1891
Steps 10 - 22
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Chevrolet Venture V6-3.4L VIN E 1892
Steps 23 - 28
The numbers below refer to the step numbers on the diagnostic table:
2. This step checks the inflatable restraint side impact sensor wiring harness connector.
4. This step checks the inflatable restraint side impact sensor.
7. This step checks the SDM wiring harness connector.
12. This step checks to see if there is an open or a high resistance in the inflatable restraint side impact sensor circuit.
14. This step checks to see if there is an open or a high resistance in inflatable restraint side impact sensor return circuit.
16. This step checks to see if there is a short between the inflatable restraint side impact sensor circuit and the sensor return circuit.
18. This step checks to see if there is a short to ground in the inflatable restraint side impact sensor circuit.
20. This step checks to see if there is a short to ground in the inflatable restraint side impact sensor return circuit.
22. This step checks to see if there is a short to voltage in the inflatable restraint side impact sensor circuit.
24. This step checks to see if there is a short to voltage in the inflatable restraint side impact sensor return circuit.
27. This step determines if the problem was solved by replacing the inflatable restraint side impact sensor (SIS) or if there is a malfunctioning
SDM.
B0079
Schematic
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Chevrolet Venture V6-3.4L VIN E 1893
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. The SDM provides input power to the inflatable restraint Side Impact Sensor (SIS). When input power is first
detected, the SIS responds by performing internal diagnostics. Next the SIS sends an ID message to the SDM. The SDM will consider this to be a
valid ID if the response time is less than 5 seconds after the SIS is powered up.The SIS will continually communicate a status message to the
SDM. The SDM can reset the SIS by removing and applying power to it.
DIAGNOSTIC AIDS
DTC B0079 is an indication that the incorrect inflatable restraint side impact sensor (SIS) is installed in the vehicle. Check to make sure that the
correct SIS is installed in the vehicle.
TEST DESCRIPTION
Diagnostic Chart
The following numbers refer to the step numbers in the diagnostic table:
2. This test checks the communication status of the inflatable restraint side impact sensor.
B0080
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Chevrolet Venture V6-3.4L VIN E 1894
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. The SDM provides input power to the inflatable restraint Side Impact Sensor (SIS). When input power is first
detected, the SIS responds by performing internal diagnostics. Next the SIS sends an ID message to the SDM. The SDM will consider this to be a
valid ID if the response time is less than 5 seconds after the SIS is powered up.The SIS will continually communicate a status message to the
SDM. The SDM can reset the SIS by removing and applying power to it.
DIAGNOSTIC AIDS
DTC B0080 is an indication of an internal failure within the SIS.
TEST DESCRIPTION
Diagnostic Chart
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Chevrolet Venture V6-3.4L VIN E 1895
The following numbers refer to the step numbers in the diagnostic table:
2. This test checks the communication status of the inflatable restraint side impact sensor.
B0081
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. The SDM provides input power to the inflatable restraint Side Impact Sensor (SIS). When input power is first
detected, the SIS responds by performing internal diagnostics. Next the SIS sends an ID message to the SDM. The SDM will consider this to be a
valid ID if the response time is less than 5 seconds after the SIS is powered up.The SIS will continually communicate a status message to the
SDM. The SDM can reset the SIS by removing and applying power to it.
DIAGNOSTIC AIDS
DTC B0081 is an indication that the incorrect inflatable restraint side impact sensor (SIS) is installed in the vehicle. Check to make sure that the
correct SIS is installed in the vehicle.
TEST DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1896
Diagnostic Chart
The following numbers refer to the step numbers in the diagnostic table:
2. This test checks the communication status of the inflatable restraint side impact sensor.
B0082
Schematic
CIRCUIT DESCRIPTION
When you first turn ON the ignition, the inflatable restraint Sensing and Diagnostic Module (SDM) performs tests to diagnose critical
malfunctions within itself. The SDM provides input power to the inflatable restraint Side Impact Sensor (SIS). When input power is first
detected, the SIS responds by performing internal diagnostics. Next the SIS sends an ID message to the SDM. The SDM will consider this to be a
valid ID if the response time is less than 5 seconds after the SIS is powered up.The SIS will continually communicate a status message to the
SDM. The SDM can reset the SIS by removing and applying power to it.
DIAGNOSTIC AIDS
DTC B0080 is an indication of an internal failure within the SIS.
TEST DESCRIPTION
Diagnostic Chart
The following numbers refer to the step numbers in the diagnostic table:
2. This test checks the communication status of the inflatable restraint side impact sensor.
B0160
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Chevrolet Venture V6-3.4L VIN E 1898
Diagnostic Chart
Schematic
CIRCUIT DESCRIPTION
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Chevrolet Venture V6-3.4L VIN E 1899
The Driver Information Display (DID) applies 5 volts to the ambient air temperature sensor. The ambient air temperature sensor is a thermistor
which varies in resistance as the temperature changes. As the resistance of the ambient air temperature sensor increases, the DID senses a larger
voltage drop across the sensor, indicating a lower temperature. As the resistance of the ambient air temperature sensor decrease, the DID senses a
smaller voltage drop across the sensor, indicating a higher temperature.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table.
3. Tests for the proper operation of the circuit in the high voltage range.
B0162
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Chevrolet Venture V6-3.4L VIN E 1900
Diagnostic Chart
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Chevrolet Venture V6-3.4L VIN E 1901
Schematic
CIRCUIT DESCRIPTION
The Driver Information Display (DID) applies 5 volts to the ambient air temperature sensor. The ambient air temperature sensor is a thermistor
which will vary in resistance with temperature change. As the resistance of the ambient air temperature sensor increases, the DID senses a larger
voltage drop across the sensor, indicating a lower temperature. As the resistance of the ambient air temperature sensor decreases, the DID senses
a small voltage drop across the sensor, indicating a higher temperature.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table.
4. Tests for the proper operation of the circuit in the low voltage range. If the fuse in the jumper opens when you perform this test, the signal
circuit is shorted to voltage.
B0931
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Chevrolet Venture V6-3.4L VIN E 1902
Diagnostic Chart
CIRCUIT DESCRIPTION
The internal fault detection is handled by the Driver Information Display (DID).
DIAGNOSTIC AIDS
If this DTC is retrieved as both a Current and History DTC, replace the DID.
B1000
Diagnostic Chart
CIRCUIT DESCRIPTION
The internal fault detection is handled inside the control module. No external circuits are involved.
DIAGNOSTIC AIDS
^ This DTC may be stored as a history DTC with out affecting the operation of the module. If stored only as a history DTC and not retrieved as
a current DTC, do not replace the module.
^ If this DTC is retrieved as both a Current and History DTC, replace the module.
Diagnostic Chart
CIRCUIT DESCRIPTION
Each time the ignition cycles from OFF to ON, the radio receives VIN data over the class 2 communication circuit. If the VIN data in the radio
memory matches the VIN data it receives over the class 2 communication circuit, the radio will operate normally.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table.
2. Clear all DTCs and cycle the ignition to check that the DTC did not falsely set.
3. Clear all DTCs after the repair procedure is complete.
DIAGNOSTIC AIDS
DTC B1001 is an indication that the restraints ID's stored in both the IPC and SDM do not match or that the VIN's stored in both the IPC and
SDM do not match. If either the IPC and/or PCM were replaced, the replacement modules need to be reprogrammed for proper operation.
TEST DESCRIPTION
Diagnostic Chart
The number(s) below refer to the step number(s) on the diagnostic table.
2. This step checks to see if the correct VIN is programmed in the powertrain control module (PCM).
4. This step checks to see if the Instrument Panel Cluster (IPC) has been replaced.
5. This step explains the proper steps to perform after an IPC has been replaced in order for the IPC to operate properly.
6. This step checks to see if the correct VIN is programmed in the IPC.
7. This step explains how to properly program the VIN into the IPC.
B1004
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Chevrolet Venture V6-3.4L VIN E 1905
Diagnostic Chart
CIRCUIT DESCRIPTION
The microprocessor uses no external circuits for the operation that sets this DIC. The calculations that determine if this DTC is set are all internal
to the processor.
DIAGNOSTIC AIDS
^ This DTC may be stored as a history DTC with out affecting the operation of the module. If stored only as a history DTC and not retrieved as
a current DTC, do not replace the module.
^ This DTC will never set as current during testing unless there is a non-recoverable memory failure.
^ Intermittent interruptions to either the Hot At All Times supply or the processor ground will cause the module to set the DTC.
^ If this DTC is retrieved as both a current and history DTC, replace the module.
B1440
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Chevrolet Venture V6-3.4L VIN E 1906
Schematic
CIRCUIT DESCRIPTION
Class 2 communications will not start until the vehicle systems "on" power mode has been identified. Three discrete wires from the ignition
switch contacts are monitored by the Instrument Cluster (IPC) in order to determine the present power mode (ignition switch position). The IPC
communicates the system power mode to all class 2 modules on the class 2 serial data line.
B2734
Diagnostic Chart
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Chevrolet Venture V6-3.4L VIN E 1908
CIRCUIT DESCRIPTION
The non volatile memory check sum and write error detection is handled inside the control module. No external circuits are involved.
DIAGNOSTIC AIDS
^ This DTC may be stored as a History DTC with out affecting the operation of the module. If stored only as a History DTC and not retrieved
as a current DTC, do not replace the module.
^ If this DTC is retrieved as both a Current and History DTC, replace the module.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
1. Be sure that the original ignition key issued with the vehicle is used when performing the Vehicle Theft Deterrent Diagnostic System Check.
3. The Vehicle Theft Deterrent (VTD) module must be programmed to the vehicle.
B2823
Diagnostic Chart
CIRCUIT DESCRIPTION
The Instrument Panel Cluster (IPC) contains a momentary switch that controls the trip odometer reset and trip season display options. The IPC
monitors the circuit voltage levels and detects when the Trip odometer reset switch has been depressed.
DIAGNOSTIC AIDS
^ The IPC will store the code as current only as long as the failure exists. An Intermittent failure will be stored as a history DTC B2823.
^ If DTC B2823 is set only in history, press and release the trip reset switch several times in order to verify the customer concern.
B2960
Diagnostic Chart
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Chevrolet Venture V6-3.4L VIN E 1910
CIRCUIT DESCRIPTION
When an ignition key is inserted into the ignition lock cylinder, 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 VTD
(Pass Key III(R)) Module. The VTD (Pass key III(R)) Module then compares this value to a value stored in memory (learned key code). If the
value is correct the VTD (Pass key III(R)) Module sends the enable password via the class 2 serial data circuit to the PCM.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. To set this code, a key with a working transponder was read by the VTD (Pass Key III(R)) Module. For that key to operate the vehicle a 10
Minute or 30 Minute Re-Learn Procedure must be performed.
B3031
Diagnostic Chart
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Chevrolet Venture V6-3.4L VIN E 1912
CIRCUIT DESCRIPTION
The Vehicle Theft Deterrent (VTD) module checks memory to see if the Learn Coded Key setting is on. If so, the VTD sets this DTC.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. To set this code, a key with a working transponder was read by the VTD (Pass Key III(R)) Module. For that key to operate the vehicle a 10
Minute or 30 Minute Re-Learn Procedure must be performed.
B3055
Diagnostic Chart
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Chevrolet Venture V6-3.4L VIN E 1914
CIRCUIT DESCRIPTION
When an ignition key is inserted into the ignition lock cylinder, 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 VTD
(Pass Key III(R)) Module. The VTD (Pass Key III(R)) Module then compares this value to a value stored in memory (learned key code). If the
value is correct the VTD (Pass Key III(R)) Module sends the enable password via the class 2 serial data circuit to the PCM.
IMPORTANT: If the VTD (Pass Key III(R)) Module is unable to measure the ignition key transponder value for 30 consecutive seconds, after
the vehicle has started, the module will enter a fail enable state. The vehicle will not stall or stop running. If the VTD (Pass Key III(R)) Module
is in a fail enable state when the ignition is turned to OFF, it will remain "fail enabled" until the next time the vehicle is started. If the VTD (Pass
Key III(R)) Module is "fail enabled" the Pass Key III(R) system is NOT active and the vehicle will start. The module WILL send its enable
password even if a transponder value is not received. The VTD (Pass Key III(R)) Module will remain "fail enabled" until it measures a valid key
transponder value.
1. The VTD (Pass Key III(R)) Module sends a class 2 message containing a disable password to the PCM.
2. The vehicle will not start.
3. The VTD (Pass Key III(R)) Module sends a class 2 message to the instrument cluster to illuminate the SECURITY indicator on steady.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. The key must be a Pass Key III(R) transponder key with an operating transponder for the system to work.
3. The only method to confirm whether the transponder in the key or the VTD (Pass Key III(R)) Module is malfunctioning is to try a alternative
component in the system. The vehicle was delivered with four keys.
4. It is unlikely that more than one key will be defective. If all keys do not work, the VTD (Pass Key III(R)) Module must be malfunctioning.
5. If the vehicle has a malfunctioning VTD (Pass Key III(R)) Module that malfunctioned during an ignition cycle, the system will be "fail
enabled" and the vehicle will start for all keys. In this case the code B3055 will remain set and be current for all keys.
7. If a new key must be tried, it must have the proper mechanical cut and the VTD (Pass Key III(R)) Module must "learn" the transponder
value.
8. If only one key was available for the vehicle and the replacement key does not work, the VTD (Pass Key III(R)) Module must be
malfunctioning.
- Either the code may not be valid for this vehicle or year.
- Or the information published by the OEM does not include this code for this vehicle or year.
- Or ALLDATA has not added the information for this code yet.
P0101
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Engine Controls Schematics: Engine Data Sensors, MAF, EVAP Switch, EVAP Valve, EGR
CIRCUIT DESCRIPTION
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it into the engine. The PCM uses the mass air flow
information to monitor engine operating conditions for fuel delivery calculations. A large quantity of air entering the engine indicates an
acceleration or high load situation, while a small quantity of air indicates deceleration or idle.
The MAF sensor produces a frequency signal which can be monitored using a scan tool. The frequency will vary within a range of around 2000
Hertz at idle to near 8000 Hertz at maximum engine load. DTC P0101 will be set if the signal from the MAF sensor does not match a predicted
value based on barometric pressure, air density, manifold pressure, throttle position and engine RPM.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Skewed or stuck TP sensor. - A faulty TP sensor or TP sensor circuit can cause the PCM to incorrectly calculate the predicted mass air flow
value. Observe throttle angle with the throttle closed. If the throttle angle reading is not 0 percent, check for the following conditions and
repair as necessary:
- The TP sensor signal circuit shorted to voltage. Refer to Wiring Repairs in Diagrams.
- A poor connection or high resistance in the TP sensor ground circuit. Refer to Testing for Intermittent and Poor Connections in Diagrams.
- If none of the above conditions are noted and the throttle angle reading at closed throttle is not 0 percent, replace the TP sensor.
- A skewed MAP sensor.- A skewed MAP sensor can cause the BARO reading to be incorrectly calculated. To check the MAP sensor,
compare the MAP/BARO reading on the vehicle being diagnosed to the MAP/BARO reading on a normally operating vehicle. If a large
difference is noted replace the MAP sensor.
- Misrouted harness.- Inspect the MAF sensor harness to ensure that it is not routed too close to high voltage wires such as spark plug leads.
- Plugged intake air duct or dirty air filter element.
- The actual mass air flow is compared to a calculated mass air flow based on the MAP, TP, and engine RPM readings (speed density). A
skewed/unresponsive MAP sensor at key ON will cause the calculated mass air flow value to be inaccurate. When the engine is started a
calculated difference between actual mass air flow and Calculated mass air flow occurs. DTC P0101 will set, the vehicle will stall, a default
mass air flow based on the MAP sensor will occur. Because the MAP sensor is skewed/unresponsive the default mass air flow values are
incorrect and vehicle may not restart. If a fault occurs which causes the MAP sensor value to be incorrect (poor vacuum connections,
damaged vacuum source, or defective vacuum hoses, unmetered air into the manifold), DTC P0101 will set and the default mass airflow
value will be substituted. Because the MAP sensor value is incorrect the vehicle may not start and run.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
3. Only, if sent here from the Engine Cranks But Does Not Run, continue to follow diagnostic table even if DTC P0101 has NOT failed this
ignition.
4. This step tests the MAP sensor. By disconnecting the MAF sensor, the vehicle is forced into speed density. Speed density is based on the
MAP, throttle position, and engine RPM readings. With a skewed or unresponsive MAP sensor, the speed density calculation is incorrect and
vehicle may not start. For further information refer to diagnostic aids.
5. This step tests for a skewed or sticking MAP sensor. The MAP sensor should respond smoothly and gradually as RPM is increased. Compare
MAP the sensor of the affected vehicle to that of a normally operating vehicle if a large difference is noted replace the MAP sensor.
9. Verifies that ignition feed voltage and a good ground are available at the MAF sensor.
P0102
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Engine Controls Schematics: Engine Data Sensors, MAF, EVAP Switch, EVAP Valve, EGR
CIRCUIT DESCRIPTION
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it into the engine. The PCM uses the mass air flow
information to monitor engine operating conditions for fuel delivery calculations. A large quantity of air entering the engine indicates an
acceleration or high load situation, while a small quantity of air indicates deceleration or idle. The MAF sensor produces a frequency signal
which can be monitored using a scan tool. The frequency will vary within a range of around 2000 Hertz at idle to about 10,000 Hertz at
maximum engine load. DTC P0102 will be set if the signal frequency from the MAF sensor is lower than the possible range of a normally
operating MAF sensor.
DIAGNOSTIC AIDS
Inspect for the following conditions:
Plugged intake air duct or filter element. A wide-open throttle acceleration from a stop should cause the mass air flow displayed on a scan tool to
increase from about 4-6 gm/s at idle to 100 gm/s or more at the time of the 1-2 shift. If not, check for a restriction.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the Step numbers on the diagnostic table:
2. This step verifies that the problem is present at idle.
5. A voltage reading of less than 4.0 or over 6.0 volts at the MAF sensor signal circuit indicates a malfunction in the wiring or a poor
connection.
6. Verifies that ignition feed voltage and a good ground are available at the MAF sensor.
13. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0103
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Diagnostic Chart
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Chevrolet Venture V6-3.4L VIN E 1925
Engine Controls Schematics: Engine Data Sensors, MAF, EVAP Switch, EVAP Valve, EGR
CIRCUIT DESCRIPTION
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it into the engine during a given time. The PCM uses the
mass air flow sensor information to monitor engine operating conditions for fuel delivery calculations. A large quantity of air entering the engine
indicates an acceleration or high load situation, while a small quantity of air indicates deceleration or idle.
The MAF sensor produces a frequency signal which can be monitored by using a scan tool. The frequency will vary within a range of around
2000 Hertz at idle to near 8,000 Hertz at maximum engine load. DTC P0103 will be set if the signal from the MAF sensor is above the possible
range of a normally operating MAF sensor.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged hamess-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. This step verifies that the problem is present at idle.
4. A frequency reading with the MAF sensor connector disconnected indicates an Electromagnetic Interference (EMI) related malfunction or a
poor connection.
9. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0107
Schematic
CIRCUIT DESCRIPTION
The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to the
PCM varies from below 2 volts at idle (high vacuum) to above 4 volts with the key ON, engine not running or at wide-open throttle (low
vacuum). The MAP sensor is used to determine manifold pressure changes while the EGR flow test diagnostic is being run, refer to DTC P0401
Exhaust Gas Recirculation (EGR) Flow Insufficient. See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0401
Also to update the Barometric Pressure Reading (BARO), as an enabling factor for other diagnostics. The PCM monitors the map signals for
voltages outside the normal range of the MAP sensor. If the PCM detects a MAP sensor signal voltage that is excessively low, DTC P0107 will
set. See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0401
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
12. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0108
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Diagnostic Chart
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Chevrolet Venture V6-3.4L VIN E 1931
Schematic
CIRCUIT DESCRIPTION
The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to the
PCM varies from below 2 volts at idle (high vacuum) to above 4 volts with the key ON, engine not running or at wide-open throttle (low
vacuum). The MAP sensor is used to determine manifold pressure changes while the EGR flow test diagnostic is being run, refer to DTC P0401
Exhaust Gas Recirculation (EGR) Flow Insufficient. See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0401
Also to update the Barometric Pressure Reading (BARO), as an enabling factor for other diagnostics. The PCM monitors the MAP signals for
voltages outside the normal range of the MAP sensor. If the PCM detects a MAP signal voltage that is excessively high, DTC P0108 will set.
See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0108
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
11. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0112
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Intake Air Temperature (IAT) sensor is a thermistor which measures the temperature of the air entering the engine. The PCM applies 5.0
volts through a pull up resistor. When the intake air is cold, the sensor resistance is high and the PCM will monitor a high signal voltage on the
IAT sensor signal circuit. As the intake air warm, the sensor resistance becomes lower causing the PCM to monitor a lower voltage. If the PCM
detects an excessively low IAT sensor signal voltage (high temperature indicated), DTC P0112 will set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The number below refers to the step number on the diagnostic table:
2. Verifies that the fault is present.
3. If DTC P0112 can be repeated only by duplicating the Failure Records conditions. Refer to Temperature vs Resistance table. See:
Specifications/Electrical Specifications
The table may be used to test the IAT sensor at various temperatures to evaluate the possibility of a shifted sensor that may be shorted above or
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below a certain temperature. If this is the case, replace the IAT sensor. If the IAT sensor appears to be OK, the fault is intermittent refer to
Diagnostic Aids.
7. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed. Refer to PCM Replacement/Programming. See: Powertrain Control Module
P0113
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Intake Air Temperature (IAT) sensor is a thermistor which measures the temperature of the air entering the engine. The PCM applies 5.0 V
through a pull up resistor. When the intake air is cold, the sensor resistance is high and the PCM will monitor a high signal voltage on the IAT
sensor signal circuit. As the intake air warm, the sensor resistance becomes lower causing the PCM to monitor a lower voltage. If the PCM
detects an excessively high IAT sensor signal voltage (low temperature indicated), DTC P0113 will set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. Verifies that the fault is present.
3. If DTC P0113 can be repeated only by duplicating the Failure Records conditions. The Temperature vs Resistance table may be used to test
the IAT sensor at various temperatures to evaluate the possibility of a shifted sensor that may be open above or below a certain temperature.
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If this is the case, replace the IAT sensor. If the IAT sensor appears to be OK, the fault is intermittent. Refer to Diagnostic Aids.
5. Use a fused jumper during this test. It the IAT signal circuit is shorted to battery or ignition positive voltage the fuse in the jumper will open,
indicating a short in the signal circuit.
12. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed. Refer to PCM Replacement/Programming. See: Powertrain Control Module
P0117
Diagnostic Chart
Schematic
CIRCUIT DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is a thermistor mounted in the engine coolant stream. The PCM applies a voltage (about 5.0
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volts) through a pull up resistor to the ECT signal circuit. When the engine coolant is cold, the sensor (thermistor) resistance is high, therefore
the PCM will measure a high signal voltage. As the engine coolant warms, the sensor resistance becomes less, and the ECT signal voltage
measured at the PCM drops. With a fully warmed up engine, the ECT signal voltage should measure about 1.5-2.0 volts.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. Verifies that the fault is present.
3. If DTC P0117 can be repeated only by duplicating the Failure Records conditions, refer to the Temperature to Resistance table. See:
Specifications/Electrical Specifications
The table may be used to test the ECT sensor at various temperatures to evaluate the possibility of a shifted sensor that may be shorted above or
below a certain temperature. If this is the case, replace the ECT sensor, If the ECT sensor appears to be OK, the fault is intermittent refer to
Diagnostic Aids.
7. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed. Refer to PCM Replacement/Programming. See: Powertrain Control Module
P0118
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is a thermistor mounted in the engine coolant stream. The PCM applies a voltage (about 5.0
volts) through a pull up resistor to the ECT signal circuit. When the engine coolant is cold, the sensor (thermistor) resistance is high, therefore
the PCM will measure a high signal voltage. As the engine coolant warms, the sensor resistance becomes less, and the ECT signal voltage
measured at the PCM drops. With a fully warmed up engine, the ECT signal voltage should measure about 1.5 to 2.0 volts.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. Verifies that the fault is present.
3. If DTC P0118 can be repeated only by duplicating the Failure Records conditions. Refer to Temperature vs Resistance table. See:
Specifications/Electrical Specifications
The table may be used to test the ECT sensor at various temperatures to evaluate the possibility of a shifted sensor that may be shorted above or
below a certain temperature. If this is the case, replace the ECT sensor. If the ECT sensor appears to be OK, the fault is intermittent refer to
Diagnostic Aids.
11. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
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is being replaced, the new PCM must be programmed. Refer to PCM Replacement/programming. See: Powertrain Control Module
P0121
Schematic
CIRCUIT DESCRIPTION
The Throttle Position (TP) sensor circuit provides a voltage signal that changes relative to throttle blade angle. The signal voltage will vary from
below 1.0 volt at closed throttle to above 4.0 volts at Wide Open Throttle (WOT).
When the MAP reading is below 50 kPa the diagnostic tests for a skewed high TP sensor. When the MAP reading is above 70 kPa the
diagnostic tests for a skewed low TP sensor. If the PCM detects an out of range condition, DTC P0121 will be set. The diagnostic will not run
when the MAP is between 50 kPa and 70 kPa.
DIAGNOSTIC AIDS
Inspect for a skewed MAP signal or a faulty MAP sensor. A skewed MAP signal may cause the PCM to incorrectly determine that the TP sensor
is out of range. Monitor the scan tool for an unusually low or high MAP reading. This condition can cause DTC P0121 to be set. Refer to MAP
Sensor Circuit Diagnosis. See: Component Tests and General Diagnostics/MAP Sensor Circuit Diagnosis
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
12. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0122
Schematic
CIRCUIT DESCRIPTION
The Throttle Position (TP) sensor circuit provides a voltage signal that changes relative to throttle blade angle. The signal voltage will vary from
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below 1.0 volt at closed throttle to above 4.0 volts at Wide Open Throttle (WOT). The PCM monitors throttle position and compares actual
throttle position from the TP sensor to a predicted TP value calculated from engine speed. If the PCM detects an excessively low TP sensor
signal voltage, DTC P0122 will be set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
11. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0123
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Schematic
CIRCUIT DESCRIPTION
The Throttle Position (TP) sensor circuit provides a voltage signal that changes relative to throttle blade angle. The signal voltage will vary from
below 1.0 volts at closed throttle to above 4.0 volts at Wide Open Throttle (WOT). DTC P0123 will set when the PCM detects an excessively
high signal voltage on the throttle position sensor signal circuit.
DIAGNOSTIC AIDS
- The following components share the TP sensor 5 Volt Reference A circuit:
- The EGR valve
- The MAP sensor
- Test all 5 volt reference A circuits and connected components for a short to voltage:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
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- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
9. Tests the components that share the TP sensor 5 Volt Reference A circuit which include the EGR valve, the MAP sensor and the TP sensor.
13. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0125
Diagnostic Chart
CIRCUIT DESCRIPTION
To provide the best possible combination of driveability, fuel economy, and emission control, a closed loop air/fuel metering system is used.
When the vehicle is first started, the PCM controls fuel delivery in open loop, ignoring the HO2S signals and calculating air/fuel ratio based on
inputs from the ECT, TP, and MAF sensors. The PCM will begin using the HO2S 1 signal for controlling fuel delivery (Closed Loop). when the
following conditions have been met:
- The HO2S output signal is varying, indicating that the sensor is hot enough to operate properly.
- The ECT sensor indicates coolant temperature above 15°C (64°F).
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- Time since start-up is at least 15 seconds for a warm engine or 90 seconds for a cold engine.
The PCM monitors the amount of time for the cooling system to achieve closed loop operating temperature. This diagnostic is broken into three
temperature regions. The diagnostic uses the ECT and IAT sensors to determine which region to operate in. The time to achieve closed loop
temperature is monitored. A time based decision is made depending on the temperature region. The diagnostic will monitor the following
conditions prior to setting the DTC:
- Total airflow must exceed a calibrated amount.
- Engine idle time must be less than a calibrated amount.
Region 1
- Engine run time over 127 seconds to achieve Closed Loop temperature of 15°C (64°F).
- Calibrated minimum amount of total airflow has been exceeded.
- Maximum idle time less than 95 seconds.
Region 2
- Engine run time over 280 seconds to achieve closed loop temperature of 15°C (64°F).
- Calibrated minimum amount of total airflow has been exceeded.
- Maximum idle time less than 210 seconds.
Region 3
- Engine run time over 439 seconds to achieve closed loop temperature of 15°C (64°F).
- Calibrated minimum amount of total airflow has been exceeded.
- Maximum idle time less than 329 seconds.
DIAGNOSTIC AIDS
DTC P0125 set indicates a skewed ECT sensor. Comparing the engine coolant temperature displayed on a scan tool with actual coolant
temperature measured with a thermometer may isolate this condition. If the displayed engine coolant temperature is not close to the actual
coolant temperature, replace the ECT sensor.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
7. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0131
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Diagnostic Chart
Schematic
CIRCUIT DESCRIPTION
The PCM supplies a bias voltage of about 450 mV between the HO2S signal and low circuits. When measured with a 10 megaohm DMM, this
may display as low as 350 mV. The oxygen sensor varies the voltage within a range of about 1000 mV when the exhaust is rich, down through
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about 100 mV when exhaust is lean. The PCM constantly monitors the HO2S signal during closed loop operation and compensates for a rich or
lean condition by decreasing or increasing injector pulse width as necessary. If the HO2S 1 voltage remains excessively low for an extended
period of time, DTC P0131 will be set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Heated oxygen sensor wiring-The sensor pigtail may be routed incorrectly and contacting the exhaust system.
- Poor PCM to engine block grounds-Refer to Ground Distribution Schematics in Diagrams.
- Fuel pressure-The system will go lean if pressure is too low. The PCM can compensate for some decrease. However, if fuel pressure is too
low, a DTC P0131 may be set. Refer to Fuel System Diagnosis. See: Fuel Delivery and Air Induction/Testing and Inspection/Component
Tests and General Diagnostics/Fuel System Diagnosis
- Lean injectors-Perform Injector Balance Test. Refer to Fuel Injector Balance Test. See: Component Tests and General Diagnostics/Fuel
Injector Balance Test
- Vacuum leaks-Inspect for disconnected or damaged vacuum hoses and for vacuum leaks at the intake manifold, throttle body, EGR system,
and crankcase ventilation system. Refer to Visual/Physical Check in Symptoms. See: Initial Inspection and Diagnostic Overview
- Exhaust leaks-An exhaust leak may cause outside air to be pulled into the exhaust gas stream past the HO2S, causing the system to appear
lean. Inspect for exhaust leaks that may cause a false lean condition to be indicated.
- MAF sensor-Disconnect the MAF sensor and see if the lean condition is corrected. If so, replace MAF sensor.
- Fuel contamination-Water, even in small amounts, can be delivered to the fuel injectors. The water can cause a lean exhaust to be indicated.
Excessive alcohol in the fuel can also cause this condition. Refer to Alcohol/Contaminants-in-Fuel Diagnosis. See: Component Tests and
General Diagnostics/Fuel Quality Diagnosis
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to step numbers on the diagnostic table:
3. This DTC failing during power enrichment operation (TP angle above 60 percent) may indicate a condition described in Diagnostic Aids. If
this DTC test passes while the Failure Records conditions are being duplicated, an intermittent condition is indicated. Review the Failure
Records vehicle mileage since the diagnostic test last failed. This may help determine how often the condition that caused the DTC to be set
occurs.
6. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
P0132
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Diagnostic Chart
Schematic
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CIRCUIT DESCRIPTION
The PCM supplies a bias voltage of about 450 mV between the HO2S signal and low circuits. When measured with a 10 megaohm DMM, this
may display as low as 320 mV. The oxygen sensor varies the voltage within a range of about 1000 mV when the exhaust is rich, down through
about 10 mV when exhaust is lean. The PCM constantly monitors the HO2S signal during closed loop operation and compensates for a rich or
lean condition by decreasing or increasing injector pulse width as necessary. If the HO2S 1 voltage remains excessively high for an extended
period of time, DTC P0132 will be set.
DIAGNOSTIC AIDS
- Verify the fuel pressure. The system will go rich if pressure is too high. The PCM can compensate for some increase. However, if fuel
pressure is too high. Refer to Fuel System Pressure Test. See: Fuel Delivery and Air Induction/Fuel Pressure/Testing and Inspection/Fuel
System Pressure Test
- Perform Injector Balance Test. Refer to Fuel Injector Balance Test. See: Component Tests and General Diagnostics/Fuel Injector Balance
Test
- Inspect the EVAP Canister for fuel saturation. If full of fuel, check canister control and hoses.
- Disconnect the MAF sensor and see if rich condition is corrected. If so, replace the MAF sensor.
- Inspect for a leaking fuel pressure regulator diaphragm by checking vacuum line to regulator for the presence of fuel.
- Inspect for an intermittent TP sensor output which will cause the system to go rich due to a false indication of the engine accelerating.
- Inspect for a shorted Heated Oxygen Sensor (HO2S). If the HO2S is internally shorted the HO2S voltage displayed on the scan tool will be
over 1.0 volt. Disconnect the affected HO2S and jumper the HO2S low circuit to ground with the key ON, engine OFF. If the displayed
HO2S voltage changes from over 1000 mV to around 450 mV, replace the HO2S. Silicon contamination of the HO2S can also cause a high
HO2S voltage to be indicated. This condition is indicated by a powdery white deposit on the portion of the HO2S exposed to the exhaust
stream. If contamination is noticed, replace the affected HO2S.
- Inspect for an open HO2S signal or a low circuit which may cause the DTC to set during deceleration fuel mode. Operate the vehicle while
monitoring the HO2S voltage with a scan tool. If the HO2S voltage is limited within a range between 300 mV to 600 mV, check the HO2S
signal and low circuit wiring and associated terminal connections. If the wiring and connections are OK, replace the HO2S.
- Inspect for a faulty HO2S. An HO2S which is faulty and not allowing a full voltage swing between the rich and lean thresholds may set this
DTC. Replace the HO2S.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to step numbers on the diagnostic table:
3. This DTC failing during deceleration fuel mode operation (vehicle speed above 25 mph, TP angle below 3 percent) may indicate a condition
described in Diagnostic Aids. If this DTC test passes while the Fail Records conditions are being duplicated, an intermittent condition is
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indicated. Review the Fail Records vehicle mileage since the diagnostic test last failed. This may help determine how often the condition that
caused the DTC to be set occurs.
7. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
P0133
Schematic
CIRCUIT DESCRIPTION
The PCM continuously monitors the Heated Oxygen Sensor (HO2S) activity for 100 seconds. During the monitoring period the PCM counts the
number of times that a rich to lean and lean to rich response is indicated and adds the amount of time taken to complete all transitions. With this
information, an average time for each transition can be determined. If the average response time is too slow, a DTC P0133 will be set.
A lean to rich transition is indicated when the HO2S voltage changes from less than 300 mV to more than 600 mV. A rich to lean transition is
indicated when the HO2S voltage changes from more than 600 mV to less than 300 mV. An HO2S that responds too slowly is likely to be faulty
and should be replaced.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
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damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. When the system is operating correctly the HO2S voltage should toggle above and below the specified values.
5. If the low circuit is shorted to ground the HO2S voltage will be less than 400 mV when the signal circuit is jumped to ground.
6. The specified value is what is measured on a correctly operating system.
7. The specified value is what is measured on a correctly operating system.
14. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
P0134
Schematic
CIRCUIT DESCRIPTION
The PCM supplies a bias voltage of about 450 mV between the HO2S signal and low circuits. When measured with a 10 megaohm DMM, this
may display as low as 320 mV. The oxygen sensor varies the voltage within a range of about 1000 mV when the exhaust is rich, down through
about 10 mV when exhaust is lean. The PCM constantly monitors the HO2S signal during closed loop operation and compensates for a rich or
lean condition by decreasing or increasing injector pulse width as necessary. If the HO2S 1 voltage remains at or near the 450 mV bias for an
extended period of time, DTC P0134 will be set, indicating an open sensor signal or sensor low circuit.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- A faulty HO2S heater or heater circuit.-With the ignition ON, engine OFF, the HO2S voltage displayed on a scan tool should gradually drop
to below 250 mV or rise to above 600 mV. If not, disconnect the HO2S and connect a test lamp between the HO2S ignition feed and heater
ground circuits. If the test lamp does not light, repair the open ignition feed or sensor ground circuit as necessary. If the test lamp illuminates
and the HO2S signal and low circuits are OK, replace the HO2S.
- Intermittents- With the ignition ON, monitor the HO2S signal voltage while moving the wiring harness and related connectors. If the fault is
induced, the HO2S signal voltage will change. This may help isolate the location of the malfunction.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
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Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. When the system is operating correctly the HO2S voltage should toggle above and below the specified values.
5. If the low circuit is shorted to ground the HO2S voltage will be less than 400 mV when the signal circuit is jumped to ground.
6. The specified value is what is measured on a correctly operating system.
7. The specified value is what is measured on a correctly operating system.
14. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
P0135
Schematic
CIRCUIT DESCRIPTION
Heated oxygen sensors are used to minimize the amount of time required for closed loop fuel control operation and to allow accurate catalyst
monitoring. The oxygen sensor heater greatly decreases the amount of time required for fuel control sensor HO2S 1 to become active. The
oxygen sensor heater is required by catalyst monitor sensor HO2S 2 to maintain a sufficiently high temperature. This allows accurate exhaust
oxygen content readings further from the engine.
The PCM will run the heater test only after a cold start, determined by engine coolant and intake air temperature at the time of start-up, and only
once during an ignition cycle. When the engine is started the PCM will monitor the HO2S voltage. When the HO2S voltage indicates a
sufficiently active sensor, the PCM looks at how much time has elapsed since start-up. If the PCM determines that too much time was required
for the HO2S 1 to become active, a DTC P0135 will set. The time required for the HO2S to reach operating temperature is based on the ECT at
start up and the average MAF since start-up. A higher average airflow or higher start-up ECT = shorter time to HO2S activity.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
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- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. The HO2S should be allowed to cool before performing this test. If the HO2S heater is functioning, the signal voltage will gradually increase
or decrease as the sensor element warms. If the heater is not functioning, the HO2S signal will remain near the 450 mV bias voltage.
4. This step ensures that the ignition feed circuit to the HO2S is not open or shorted. The test lamp should be connected to a good ground, in
case the HO2S low or HO2S heater ground circuit is faulty.
5. This step tests the HO2S heater ground circuit.
6. This step inspects for an open or shorted HO2S heater element. The heater element resistance will vary according to HO2S temperature (a hot
HO2S heater element will measure a much higher resistance than a HO2S heater element at room temperature). It is important to allow the
HO2S to cool before measuring HO2S heater element resistance.
P0137
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
To control emissions of Hydrocarbons (HC), Carbon Monoxide (CO), and Oxides of Nitrogen (NOx), a three way catalytic converter is used.
The catalyst within the converter promotes a chemical reaction which oxidizes the HC and CO present in the exhaust gas, converting them into
harmless water vapor and carbon dioxide. The catalyst also reduces NOx, converting it to nitrogen. The PCM has the ability to monitor this
process using the HO2S 1 and the HO2S 2 heated oxygen sensors. The HO2S 1 sensor produces an output signal which indicates the amount of
oxygen present in the exhaust gas entering the three-way catalytic converter. The HO2S 2 sensor produces an output signal which indicates the
oxygen storage capacity of the catalyst this in turn indicates the catalysts ability to convert exhaust gases efficiently. If the catalyst is operating
efficiently, the HO2S 1 signal will be far more active than that produced by the HO2S 2 sensor. If the HO2S 2 signal voltage remains excessively
low for an extended period of time, DTC P0137 will be set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Heated oxygen sensor wiring. The sensor pigtail may be mispositioned and contacting the exhaust system.. Refer to Wiring Repairs in
Diagrams.
- Faulty PCM to engine grounds. Refer to Power and Grounding Component Views in Diagrams.
- Fuel pressure - A condition which causes a lean exhaust can cause DTC P0137 to set. The system will go lean if pressure is too low. The
PCM can compensate for some decrease. However, if fuel pressure is too low, a DTC P0137 may be set. Refer to Fuel System Diagnosis.
See: Fuel Delivery and Air Induction/Testing and Inspection/Component Tests and General Diagnostics/Fuel System Diagnosis
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- Lean injectors - Perform the Injector Balance Test. Refer to Fuel Injector Balance Test. See: Component Tests and General Diagnostics/Fuel
Injector Balance Test
- Vacuum leaks - Inspect for disconnected or damaged vacuum hoses and for vacuum leaks at the intake manifold, throttle body, EGR system,
and Crankcase Ventilation System. Refer to Visual/Physical Inspection in Symptoms. See: Initial Inspection and Diagnostic Overview
- Exhaust leaks - An exhaust leak may cause outside air to be pulled into the exhaust gas stream past the HO2S, causing the DTC P0137 to set.
Inspect for exhaust leaks near the HO2S 2 sensor.
- Fuel contamination - Water, even in small amounts, can be delivered to the fuel injectors. The water can cause a lean exhaust to be indicated.
Excessive alcohol in the fuel can also cause this condition. Refer to Alcohol/Contaminants-in-Fuel Diagnosis. See: Component Tests and
General Diagnostics/Fuel Quality Diagnosis
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
3. DTC P0137 being set in power enrichment mode conditions may indicate a condition described in the Diagnostic Aids above. If the DTC
P0137 test passes while the Failure Records conditions are being duplicated, an intermittent condition is indicated. Reviewing the Fail
Records vehicle mileage since the diagnostic test last failed may help determine how often the condition that caused the DTC to be set
occurs. This may assist in diagnosing the condition.
7. This vehicle is equipped with a PCM which utilizes an electrically erasable programmable read only memory (EEPROM). When the PCM is
being replaced, the new PCM must be programmed.
P0138
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
To control emissions of Hydrocarbons (HC), Carbon Monoxide (CO), and Oxides of Nitrogen (NOx), a three way catalytic converter is used.
The catalyst within the converter promotes a chemical reaction which oxidizes the HC and CO present in the exhaust gas, converting them into
harmless water vapor and carbon dioxide. The catalyst also reduces NOx, converting NOx to nitrogen. The PCM has the ability to monitor this
process using the HO2S 1 and the HO2S 2 heated oxygen sensors. The HO2S 1 sensor produces an output signal which indicates the amount of
oxygen present in the exhaust gas entering the three way catalytic converter. The HO2S 2 sensor produces an output signal which indicates the
oxygen storage capacity of the catalyst this in turn indicates the catalysts ability to convert exhaust gases efficiently. If the catalyst is operating
efficiently, the HO2S 1 signal will be far more active than that produced by the HO2S 2 sensor. If the HO2S 2 signal voltage remains excessively
high for an extended period of time, DTC P0138 will be set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Fuel pressure-An excessively rich fuel mixture can cause a DTC P0138 to be set. Refer to Fuel System Diagnosis. See: Fuel Delivery and
Air Induction/Testing and Inspection/Component Tests and General Diagnostics/Fuel System Diagnosis
- Rich injectors-Refer to Fuel Injector Balance Test. See: Component Tests and General Diagnostics/Fuel Injector Balance Test
- Leaking injector-Refer to Fuel System Diagnosis. See: Fuel Delivery and Air Induction/Testing and Inspection/Component Tests and
General Diagnostics/Fuel System Diagnosis
- Evaporative Emissions (EVAP) canister purge- Inspect for fuel saturation. If full of fuel, inspect the canister control and hoses.
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- MAF sensor-Disconnect the MAF sensor and see if rich condition is corrected. If so, replace MAF sensor.
- Inspect for a leaking fuel pressure regulator diaphragm by checking vacuum line to regulator for the presence of fuel.
- TP sensor-An intermittent TP sensor output will cause the system to go rich, due to a false indication of the engine accelerating.
- Shorted Heated Oxygen Sensor (HO2S)-If the HO2S is internally shorted the HO2S voltage displayed on the scan tool will be over 1 volt.
Try disconnecting the affected HO2S and jumper the HO2S low circuit to ground with the key ON, engine OFF. If the displayed HO2S
voltage changes from over 1000 mV to around 450 mV, replace the HO2S. Silicon contamination of the HO2S can also cause a high HO2S
voltage to be indicated. This condition is indicated by a powdery white deposit on the portion of the HO2S exposed to the exhaust stream. If
contamination is evident, replace the affected HO2S.
- Open HO2S signal or low circuit, or faulty HO2S.-A poor connection or open in the HO2S signal or low circuit can cause the DTC to set
during deceleration fuel mode. An HO2S which is faulty and not allowing a full voltage swing between the rich and lean thresholds can also
cause this condition. Operate the vehicle while monitoring the HO2S voltage with a scan tool. If the HO2S voltage is limited within a range
between 300 mV to 600 mV, check the HO2S signal and low circuit wiring and associated terminal connections. If the wiring and
connections are OK, replace the HO2S.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The number below refers to the step number on the diagnostic table:
3. DTC P0138 being set during deceleration fuel mode operation may indicate a condition described in the Diagnostic Aids above. If the DTC
P0138 test passes while the Failure Records conditions are being duplicated, an intermittent condition is indicated. Reviewing the Failure
Records vehicle mileage since the diagnostic test last failed may help determine how often the condition that caused the DTC to be set
occurs. This may assist in diagnosing the condition.
7. This vehicle is equipped with a PCM which utilizes an electrically erasable programmable read only memory (EEPROM). When the PCM is
being replaced, the new PCM must be programmed.
P0140
Schematic
CIRCUIT DESCRIPTION
To control emissions of Hydrocarbons (HC), Carbon Monoxide (CO), and Oxides of Nitrogen (NOx), a three way catalytic converter is used.
The catalyst within the converter promotes a chemical reaction which oxidizes the HC and CO present in the exhaust gas, converting them into
harmless water vapor and carbon dioxide. The catalyst also reduces NOx, converting NOx to nitrogen. The PCM has the ability to monitor this
process using the HO2S 1 and the HO2S 2 heated oxygen sensors. The HO2S 1 sensor produces an output signal which indicates the amount of
oxygen present in the exhaust gas entering the three way catalytic converter. The HO2S 2 sensor produces an output signal which indicates the
oxygen storage capacity of the catalyst this in turn indicates the catalysts ability to convert exhaust gases efficiently. If the catalyst is operating
efficiently, the HO2S 1 signal will be far more active than that produced by the HO2S 2 sensor. If the HO2S 2 signal voltage remains at or near
the 450 mV bias for an extended period of time, DTC P0140 will be set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Corroded exhaust flange bolts-Using a DMM, ensure that continuity exists between the engine block and the heated oxygen sensor shell. If
resistance is excessively high, replace corroded exhaust flange attaching hardware as necessary.
- Malfunctioning HO2S heater or heater circuit- With the ignition ON, engine not running the HO2S voltage displayed on a scan tool should
gradually drop to below 250 mV or rise to above 600 mV. If not, disconnect the HO2S and connect a test lamp between the HO2S ignition
feed and heater ground circuits. If the test lamp does not illuminate, repair the open ignition feed or sensor ground circuit as necessary. If the
test lamp illuminates and the HO2S signal and low circuits are OK, replace the affected HO2S.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
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or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
3. If the DTC P0140 test passes while the Failure Records conditions are being duplicated, an intermittent condition is indicated. Reviewing the
Failure Records vehicle mileage since the diagnostic test last failed may help determine how often the condition that caused the DTC to be set
occurs. This may assist in diagnosing the condition.
12. This vehicle is equipped with a PCM which utilizes an electrically erasable programmable read only memory (EEPROM). When the PCM is
being replaced, the new PCM must be programmed.
P0141
Schematic
CIRCUIT DESCRIPTION
Heated oxygen sensors are used to minimize the amount of time required for closed loop fuel control operation and to allow accurate catalyst
monitoring. The oxygen sensor heater greatly decreases the amount of time required for fuel control sensor HO2S 1 to become active. The
oxygen sensor heater is required by catalyst monitor sensor HO2S 2 to maintain a sufficiently high temperature. This allows accurate exhaust
oxygen content readings further from the engine.
The PCM will run the heater test only after a cold start (determined by engine coolant and intake air temperature at the time of start up) and only
once during an ignition cycle. When the engine is started the PCM will monitor the HO2S voltage. When the HO2S voltage indicates a
sufficiently active sensor, the PCM looks at how much time has elapsed since start-up. If the PCM determines that too much time was required
for the HO2S 2 to become active, a DTC P0141 will set. The time required for the HO2S to reach operating temperature is based on the ECT at
start-up and the average MAF since start-up (higher average airflow or higher start-up ECT = shorter time to HO2S activity).
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
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- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. The HO2S should be allowed to cool before performing this test. If the HO2S heater is functioning the signal voltage will gradually increase
or decrease as the sensor element warms. If the heater is not functioning the HO2S signal will remain near the 450 mV bias voltage.
4. Inspects that the ignition feed circuit to the HO2S is not open or shorted. The test lamp should be connected to a good chassis ground in case
the HO2S low or HO2S heater ground circuit is faulty.
5. Inspects the HO2S heater ground circuit.
6. Inspects for an open or shorted HO2S heater element. The heater element resistance will vary according to HO2S temperature (a hot HO2S
heater element will measure a much higher resistance than a HO2S heater element at room temperature). It is important to allow the HO2S to
cool before measuring HO2S heater element resistance.
11. An open HO2S signal or low circuit can cause the HO2S heater to appear faulty. Inspect these circuits before replacing the sensor.
P0171
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CIRCUIT DESCRIPTION
To provide the best possible combination of driveability, fuel economy, and emission control, a closed loop air/fuel metering system is used.
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While in closed loop, the Powertrain Control Module (PCM) monitors the HO2S 1 signal and adjusts fuel delivery based upon the HO2S signal
voltages. A change made to fuel delivery will be indicated by the long and short term fuel trim values which can be monitored with a scan tool.
Ideal fuel trim values are around 0 percent if the HO2S signals are indicating a lean condition the PCM will add fuel, resulting in fuel trim
values above 0 percent. If a rich condition is detected, the fuel trim values will be below 0 percent, indicating that the PCM is reducing the
amount of fuel delivered. If an excessively lean condition is detected, the PCM will set DTC P0171. The PCMs maximum authority to control
long term fuel trim allows a range between -30 percent and +22 percent. The PCMs maximum authority to control short term fuel trim allows a
range between -27 percent and +27 percent. The PCM monitors fuel trim under various operating conditions (fuel trim cells) before
determining the status of the fuel trim diagnostic. The fuel trim cells are:
The vehicle may have to be operated in all of the above conditions marked by an X, before the PCM determines fuel trim status. The amount of
fuel trim deviates from 0 percent in each cell and the amount that each cell is used directly affects whether or not the vehicle must be operated in
all of the cells described above to complete the diagnostic.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Heated oxygen sensor wiring - The sensor pigtail may be routed incorrectly and contacting the exhaust system.
- Fuel pressure low - The system will go lean if pressure is too low. The PCM can compensate for some decrease. However, if fuel pressure is
too low, a DTC P0171 may be set. Refer to Fuel System Pressure Test. See: Fuel Delivery and Air Induction/Fuel Pressure/Testing and
Inspection/Fuel System Pressure Test
- Fuel injectors faulty - Refer to Fuel Injector replacement
- Vacuum leaks - Check for disconnected or damaged vacuum hoses and for vacuum leaks at the intake manifold, throttle body, EGR system,
and crankcase ventilation system. Refer to Visual/Physical Inspection using the Emission Hose Routing Diagram.
- Exhaust leaks - An exhaust leak may cause outside air to be pulled into the exhaust gas stream past the HO2S, causing the system to appear
lean. Check for exhaust leaks that may cause a false lean condition to be indicated.
- Disconnect the MAF sensor and see if the lean condition is corrected. If so, replace MAF sensor.
- Fuel contamination - Water, even in small amounts, can be delivered to the fuel injectors. The water can cause a lean exhaust to be indicated.
Excessive alcohol in the fuel can also cause this condition. Refer to Alcohol/Contaminants-in-Fuel Diagnosis. See: Component Tests and
General Diagnostics/Fuel Quality Diagnosis
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the Diagnostic Table:
2. DTCs other than P0171 may indicate a condition present which may cause a lean condition. If this is the case, repairing the condition which
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caused the other DTC will most likely correct the DTC P0171.
4. If the DTC P0171 test passes while the Fail Records conditions are being duplicated, the lean condition is intermittent. Refer to Diagnostic
Aids or Symptoms for additional information on diagnosing intermittent problems.
P0172
CIRCUIT DESCRIPTION
To provide the best possible combination of driveability, fuel economy, and emission control, a closed loop air/fuel metering system is used.
While in closed loop, the Powertrain Control (PCM) monitors the HO2S 1 signal and adjusts fuel delivery based upon the HO2S signal voltages.
A change made to fuel delivery will be indicated by the long and short term fuel trim values which can be monitored with a scan tool. Ideal fuel
trim values are around 0 percent if the HO2S signals are indicating a lean condition the PCM will add fuel, resulting in fuel trim values above 0
percent. If a rich condition is detected, the fuel trim values will be below 0 percent, indicating that the PCM is reducing the amount of fuel
delivered. If an excessively rich condition is detected, the PCM will set DTC P0172. The PCMs maximum authority to control long term fuel
trim allows a range between -30 percent and +22 percent. The PCMs maximum authority to control short term fuel trim allows a range between
-27 percent and +27 percent. The PCM monitors fuel trim under various operating conditions (fuel trim cells) before determining the status of
the fuel trim diagnostic. The fuel trim cells are:
The vehicle may have to be operated in all of the above conditions marked by an X, before the PCM determines fuel trim status. The amount of
fuel trim deviates from 0 percent in each cell and the amount that each cell is used directly affects whether or not the vehicle must be operated in
all of the cells described above to complete the diagnostic.
DIAGNOSTIC AIDS
Inspect the following items:
- Fuel pressure high - The system will go rich if pressure is too high. The PCM can compensate for some increase. However, if fuel pressure is
too high, a DTC P0172 may be set. Refer to Fuel System Pressure Test. See: Fuel Delivery and Air Induction/Fuel Pressure/Testing and
Inspection/Fuel System Pressure Test
- Fuel injectors faulty - Refer to Fuel Injector Balance Test. See: Component Tests and General Diagnostics/Fuel Injector Balance Test
- Inspect the EVAP canister for fuel saturation. If the EVAP canister is full of fuel, check canister control and hoses.
- Disconnect the MAF sensor and see if rich condition is corrected. If so, replace the MAF sensor.
- Inspect for a leaking fuel pressure regulator diaphragm by checking the vacuum line to the fuel pressure regulator for the presence of fuel.
- An intermittent TP sensor output will cause the system to go rich due to a false indication of the engine accelerating.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the Diagnostic Table:
2. DTCs other than P0172 may indicate a condition present which may cause a lean condition. If this is the case, repairing the condition which
caused the other DTC will most likely correct the DTC P0172.
4. If the DTC P0172 test passes while the Fail Records conditions are being duplicated, the rich condition is intermittent. Refer to Diagnostic
Aids for additional information on diagnosing intermittent conditions.
P0201
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CIRCUIT DESCRIPTION
The PCM controls the fuel injector control circuit using a Multi Function Driver (MFD). The MFD has the ability to detect an electrical
malfunction. If an electrical malfunction is detected, the MFD signals the PCM to set this DTC.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table:
4. If the scan tool indicates STUCK HIGH there is a short to battery positive voltage on the fuel injector control circuit.
5. If the scan tool indicates STUCK LOW there is an open or a short to ground on the fuel injector control circuit.
6. When the multiple-way connector is disconnected, other DTCs will be set. These DTCs should be disregarded.
If the scan tool indicates a STUCK HIGH while cranking, the short to battery positive voltage is between the multiple-way connector and the
PCM. If the scan tool indicates STUCK LOW while cranking the short to battery positive voltage is between the multiple-way connector and
the fuel injector.
IMPORTANT: While cranking the engine with the multiple-way connector disconnected, all of the other injector circuits should indicate
STUCK LOW, this is a fault induced by disconnecting this connector. They will resume correct operation when the connector is reconnected.
P0202
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CIRCUIT DESCRIPTION
The PCM controls the fuel injector control circuit using a Multi Function Driver (MFD). The MFD has the ability to detect an electrical
malfunction. If an electrical malfunction is detected, the MFD signals the PCM to set this DTC.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table:
4. If the scan tool indicates STUCK HIGH there is a short to battery positive voltage on the fuel injector control circuit.
5. If the scan tool indicates STUCK LOW there is an open or a short to ground on the fuel injector control circuit.
6. When the multiple-way connector is disconnected, other DTCs will be set. These DTCs should be disregarded.
If the scan tool indicates a STUCK HIGH while cranking, the short to battery positive voltage is between the multiple-way connector and the
PCM. If the scan tool indicates STUCK LOW while cranking the short to battery positive voltage is between the multiple-way connector and
the fuel injector.
IMPORTANT: While cranking the engine with the multiple-way connector disconnected, all of the other injector circuits should indicate
STUCK LOW, this is a fault induced by disconnecting this connector. They will resume correct operation when the connector is reconnected.
P0203
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CIRCUIT DESCRIPTION
The PCM controls the fuel injector control circuit using a Multi Function Driver (MFD). The MFD has the ability to detect an electrical
malfunction. If an electrical malfunction is detected, the MFD signals the PCM to set this DTC.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table:
4. If the scan tool indicates STUCK HIGH there is a short to battery positive voltage on the fuel injector control circuit.
5. If the scan tool indicates STUCK LOW there is an open or a short to ground on the fuel injector control circuit.
6. When the multiple-way connector is disconnected, other DTCs will be set. These DTCs should be disregarded.
If the scan tool indicates a STUCK HIGH while cranking, the short to battery positive voltage is between the multiple-way connector and the
PCM. If the scan tool indicates STUCK LOW while cranking the short to battery positive voltage is between the multiple-way connector and
the fuel injector.
IMPORTANT: While cranking the engine with the multiple-way connector disconnected, all of the other injector circuits should indicate
STUCK LOW, this is a fault induced by disconnecting this connector. They will resume correct operation when the connector is reconnected.
P0204
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CIRCUIT DESCRIPTION
The PCM controls the fuel injector control circuit using a Multi Function Driver (MFD). The MFD has the ability to detect an electrical
malfunction. If an electrical malfunction is detected, the MFD signals the PCM to set this DTC.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table:
4. If the scan tool indicates STUCK HIGH there is a short to battery positive voltage on the fuel injector control circuit.
5. If the scan tool indicates STUCK LOW there is an open or a short to ground on the fuel injector control circuit.
6. When the multiple-way connector is disconnected, other DTCs will be set. These DTCs should be disregarded.
If the scan tool indicates a STUCK HIGH while cranking, the short to battery positive voltage is between the multiple-way connector and the
PCM. If the scan tool indicates STUCK LOW while cranking the short to battery positive voltage is between the multiple-way connector and
the fuel injector.
IMPORTANT: While cranking the engine with the multiple-way connector disconnected, all of the other injector circuits should indicate
STUCK LOW, this is a fault induced by disconnecting this connector. They will resume correct operation when the connector is reconnected.
P0205
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CIRCUIT DESCRIPTION
The PCM controls the fuel injector control circuit using a Multi Function Driver (MFD). The MFD has the ability to detect an electrical
malfunction. If an electrical malfunction is detected, the MFD signals the PCM to set this DTC.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table:
4. If the scan tool indicates STUCK HIGH there is a short to battery positive voltage on the fuel injector control circuit.
5. If the scan tool indicates STUCK LOW there is an open or a short to ground on the fuel injector control circuit.
6. When the multiple-way connector is disconnected, other DTCs will be set. These DTCs should be disregarded.
If the scan tool indicates a STUCK HIGH while cranking, the short to battery positive voltage is between the multiple-way connector and the
PCM. If the scan tool indicates STUCK LOW while cranking the short to battery positive voltage is between the multiple-way connector and
the fuel injector.
IMPORTANT: While cranking the engine with the multiple-way connector disconnected, all of the other injector circuits should indicate
STUCK LOW, this is a fault induced by disconnecting this connector. They will resume correct operation when the connector is reconnected.
CIRCUIT DESCRIPTION
The PCM controls the fuel injector control circuit using a Multi Function Driver (MFD). The MFD has the ability to detect an electrical
malfunction. If an electrical malfunction is detected, the MFD signals the PCM to set this DTC.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The number(s) below refer to the step number(s) on the diagnostic table:
4. If the scan tool indicates STUCK HIGH there is a short to battery positive voltage on the fuel injector control circuit.
5. If the scan tool indicates STUCK LOW there is an open or a short to ground on the fuel injector control circuit.
6. When the multiple-way connector is disconnected, other DTCs will be set. These DTCs should be disregarded.
If the scan tool indicates a STUCK HIGH while cranking, the short to battery positive voltage is between the multiple-way connector and the
PCM. If the scan tool indicates STUCK LOW while cranking the short to battery positive voltage is between the multiple-way connector and
the fuel injector.
IMPORTANT: While cranking the engine with the multiple-way connector disconnected, all of the other injector circuits should indicate
STUCK LOW, this is a fault induced by disconnecting this connector. They will resume correct operation when the connector is reconnected.
P0218
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Diagnostic Chart
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Schematic
Hot fluid from the torque converter flows through the TCC control valve into the cooler lines to the oil cooler located in the vehicle radiator (and
auxiliary cooler if equipped). Cool fluid then returns to lubricate the final drive assembly and other components along the output shaft.
If the Powertrain Control Module (PCM) detects a high temperature on the Transmission Fluid Temperature (TFT) sensor circuit for an
extended period of time, then DTC P0218 sets. DTC P0218 is a type C DTC.
DIAGNOSTIC AIDS
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^ Inspect the transmission cooling system for possible blockage and restrictions.
^ Ask the customer about possible overloading, exceeding the trailer towing limit, or towing in overdrive.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. This step ensures that the transmission fluid is at the proper level. A low fluid level may cause an over temperature condition.
P0230
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) provides ignition positive voltage to control the fuel pump relay. The PCM has the ability to detect an
electrical malfunction on the relay control circuit. When the ignition switch is first turned ON, the PCM energizes the fuel pump relay which
applies power to the fuel pump. The fuel pump relay will remain ON as long as the engine is running or cranking and the PCM is receiving
reference pulses. If no reference pulses are present, the PCM de-energizes the fuel pump relay within 2 seconds after the ignition is turned ON or
the engine is stopped. With the engine stopped, the fuel pump can be turned ON by using the scan tool output controls function. If an electrical
malfunction is detected, the PCM will set DTC P0230.
DIAGNOSTIC AIDS
Inspect for the following conditions:
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. Listen for an click when the relay operates. Command both the ON and OFF states. Repeat the commands as necessary.
3. Verifies that the PCM is providing voltage to the relay.
4. Tests for an open in the ground circuit to the relay
5. Tests if voltage is constantly being applied to the relay.
12. The PCM utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM is replaced, the new PCM must
be programmed.
P0300
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CIRCUIT DESCRIPTION
The PCM has the ability to detect a misfire by monitoring the 3X reference from the Ignition Control (IC) module and camshaft position input
signals from the Camshaft Position (CMP) sensor. The PCM monitors crankshaft speed variations, reference period differences, to determine if a
misfire is occurring.
If 2 percent or more of all cylinder firing events are misfires, emission levels may exceed mandated standards. The PCM determines misfire
level based on the number of misfire events monitored during a 200 engine revolution test sample. The PCM continuously tracks 16 consecutive
200 revolution test samples. If 22 or more misfires are detected during any 10 of the 16 samples, DTC P0300 will set. If the misfire is large
enough to cause possible 3-way catalytic converter damage, DTC P0300 may set during the first 200 revolution sample in which the misfire was
detected. In the case of a catalyst damaging misfire, the MIL will flash to alert the vehicle operator of the potential of catalyst damage.
DIAGNOSTIC AIDS
- The scan tool provides information that can be useful in identifying the misfiring cylinder. If the DTC P0300 is currently stored as Test failed
since code clear, the misfire history counters (Misfire History numbers 1 and 6) will still contain a value that represents the level of misfire
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for each cylinder.
- A misfire DTC may set if components that affect the crankshaft position sensor have recently been replaced, and the CKP System Variation
Learn Procedure has not been performed. If the diagnostic table does not identify a problem then perform the CKP System Variation Learn
Procedure. The Crankshaft Position Variation Learn Procedure should be performed if any of the following conditions are true:
- The PCM has been replaced.
- DTC P1336 is set.
- The engine has been replaced.
- The crankshaft has been replaced.
- The crankshaft harmonic balancer has been replaced.
- The crankshaft position sensor has been replaced.
- The scan tool displayed misfire counter values (Misfire History numbers 1 through 6) can be useful in determining whether the misfire is
isolated to a single cylinder or to a cylinder pair, cylinders that share an ignition coil-1 and 4, 2 and 5, 3 and 6. If the largest amount of
activity is isolated to a cylinder pair, inspect the following components:
- Secondary Ignition Wires-Inspect wires for affected cylinder pair for disconnected ignition wires or for excessive resistance. The wires
should measure between 600 Ohms per foot (1968 Ohms per meter).
- Damaged Or Faulty Ignition Coil-Inspect for cracks, carbon tracking or other damage. Substitute a known good coil with current coil and
retest. If the misfire follows the coil, replace the ignition coil.
- Secondary resistance of coil- Secondary resistance should be between 500-8000 Ohms (5K-8K Ohms).
- If the misfire is random, inspect the following components and conditions:
- System Grounds-Ensure all connections are clean and properly tightened.
- MAF-A Mass Air Flow (MAF) sensor output that causes the PCM to sense a lower than normal air flow will cause a lean condition.
- Air Induction System- Air leaks into the induction system which bypass the MAF sensor will cause a lean condition. Inspect for the
following conditions:
^ Disconnected or damaged vacuum hoses
^ Incorrectly installed or faulty crankcase ventilation valve
^ Vacuum leaks at the throttle body
^ Vacuum leaks at the EGR valve
^ Vacuum leaks at the intake manifold mounting surfaces
- Fuel Pressure-Perform a fuel system pressure test. Inspect for the following conditions that may contribute to a lean condition:
^ A faulty fuel pump
^ A plugged filter
^ A faulty fuel system pressure regulator
- Injectors-Perform injector coil balance test to locate faulty injectors contributing to a lean or flooding condition. In addition to the above
test, inspect the condition of the injector O-rings.
- EGR-Inspect for a leaking valve, adapter, or feed pipes which will contribute to a lean condition or excessive EGR flow.
- Other conditions that may contribute to an engine misfire include the following:
- Incorrect engine oil pressure
- Damaged accessory drive belt or pulley
- Damaged driven accessory
- Damaged generator
- Damaged water pump
- Damaged drive belt tensioner
- Loose or broken motor mounts
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. A malfunctioning injector circuit, crankshaft position system variation not learned condition, or incorrect rough road data from the EBCM
may cause a misfire DTC to be set. If any of the indicated DTCs are set with DTC P0300, diagnose and repair the other DTC before using the
DTC P0300 table.
3. The Misfire Current Cyl # display may normally display a small amount of activity, 0 - 10 counts, but should not steadily increment during
an entire 200 revolution test sample period.
4. Depending on the cause of the misfire, the Misfire History Cyl # counter will display a very large number for the misfiring cylinders. Values
for the non-misfiring cylinders will be less than 1/2 as great as the misfiring cylinders. When investigating a misfire, always start with items
associated with the cylinders that have the largest number of counts stored in the Misfire History Cyl # counter.
5. If the misfiring cylinders are companion cylinders, the condition is most likely linked to the ignition system.
9. Inspect for poor terminal connection, grooves, corrosion, pitting, or loose fit.
17. Inspect for the following conditions that may contribute to the engine misfire, engine oil pressure, damaged accessory drive belt or pulley,
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damaged driven accessory such as, the generator, water pump, drive belt tensioner, etc, or loose or broken motor mounts.
P0301
AllData Editor Note
The manufacturer did not supply a diagnostic chart for this code. To verify that this is a valid code:
1. Check for this code again.
2. If your scantool displays this code again, check freeze frame/misfire monitors for a large number of misfires for cylinder number 1.
If the misfire monitor does NOT show a large number of misfires for this cylinder, the code displayed by your scantool is probably not valid.
If the monitor DOES show a large number of misfires for this cylinder, refer to code P0300 for diagnostics. See: Diagnostic Trouble Code
Tests and Associated Procedures/P Code Charts/P0300
P0302
AllData Editor Note
The manufacturer did not supply a diagnostic chart for this code. To verify that this is a valid code:
1. Check for this code again.
2. If your scantool displays this code again, check freeze frame/misfire monitors for a large number of misfires for cylinder number 2.
If the misfire monitor does NOT show a large number of misfires for this cylinder, the code displayed by your scantool is probably not valid.
If the monitor DOES show a large number of misfires for this cylinder, refer to code P0300 for diagnostics. See: Diagnostic Trouble Code
Tests and Associated Procedures/P Code Charts/P0300
P0303
AllData Editor Note
The manufacturer did not supply a diagnostic chart for this code. To verify that this is a valid code:
1. Check for this code again.
2. If your scantool displays this code again, check freeze frame/misfire monitors for a large number of misfires for cylinder number 3.
If the misfire monitor does NOT show a large number of misfires for this cylinder, the code displayed by your scantool is probably not valid.
If the monitor DOES show a large number of misfires for this cylinder, refer to code P0300 for diagnostics. See: Diagnostic Trouble Code
Tests and Associated Procedures/P Code Charts/P0300
P0304
AllData Editor Note
The manufacturer did not supply a diagnostic chart for this code. To verify that this is a valid code:
1. Check for this code again.
2. If your scantool displays this code again, check freeze frame/misfire monitors for a large number of misfires for cylinder number 4.
If the misfire monitor does NOT show a large number of misfires for this cylinder, the code displayed by your scantool is probably not valid.
If the monitor DOES show a large number of misfires for this cylinder, refer to code P0300 for diagnostics. See: Diagnostic Trouble Code
Tests and Associated Procedures/P Code Charts/P0300
P0305
AllData Editor Note
The manufacturer did not supply a diagnostic chart for this code. To verify that this is a valid code:
1. Check for this code again.
2. If your scantool displays this code again, check freeze frame/misfire monitors for a large number of misfires for cylinder number 5.
If the misfire monitor does NOT show a large number of misfires for this cylinder, the code displayed by your scantool is probably not valid.
If the monitor DOES show a large number of misfires for this cylinder, refer to code P0300 for diagnostics. See: Diagnostic Trouble Code
Tests and Associated Procedures/P Code Charts/P0300
P0306
AllData Editor Note
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The manufacturer did not supply a diagnostic chart for this code. To verify that this is a valid code:
1. Check for this code again.
2. If your scantool displays this code again, check freeze frame/misfire monitors for a large number of misfires for cylinder number 6.
If the misfire monitor does NOT show a large number of misfires for this cylinder, the code displayed by your scantool is probably not valid.
If the monitor DOES show a large number of misfires for this cylinder, refer to code P0300 for diagnostics. See: Diagnostic Trouble Code
Tests and Associated Procedures/P Code Charts/P0300
P0325
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) contains integrated Knock Sensor (KS) diagnostic circuitry. Input signals from the knock sensors are
used to detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS
signal being received. The knock sensors produce an AC signal under all engine operating conditions. During engine operation, the PCM
calculates the average voltage of the knock sensor's signal. If the KS system is operating normally, the PCM should monitor KS signal voltages
varying over 0.5 volt above and below the calculated average voltage. If the PCM malfunctions in a manner which will not allow proper
diagnosis of the KS circuits, DTC P0325 will set.
DIAGNOSTIC AIDS
Inspect for the following:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
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TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. This step ensures that the malfunction is present.
3. If sent here from Symptoms, proceed with the diagnostic table.
4. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0327
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) contains integrated Knock Sensor (KS) diagnostic circuitry. An input signal from the KS is used to
detect engine detonation, allowing the PCM to retard Ignition Control (IC) spark timing based on the amplitude and frequency of the KS signal
being received. The KS produces an AC signal under all engine operating conditions. During engine operation, the PCM calculates the average
voltage of the KS signal. If the knock sensor system is operating normally, the PCM will see KS signal voltage vary above and below the
calculated voltage average. If the PCM detects KS input signal equal to the KS average voltage over 95 percent of a calibrated time, DTC P0327
will set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the numbers on the diagnostic table:
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2. This step ensures that the malfunction is present.
3. If both the 24X crank sensor and the Cam signal are not present the KS signal will stop updating and may set DTC P0327. The ignition
positive voltage supply and the ground circuits need to be diagnosed using the DTC P0336.
4. If sent here from Symptoms, proceed with the diagnostic table.
P0336
Schematic
CIRCUIT DESCRIPTION
The 24X reference signal is used to improve idle spark control at low engine speeds. The Powertrain Control Module (PCM) uses the 24X
reference signal to calculate engine RPM and crankshaft position at engine speeds below 1600 RPM. The PCM constantly monitors the number
of pulses on the 24X reference circuit and compares the number of 24X reference pulses to the number of 3X reference pulses and CAM signal
pulses being received. If the PCM receives an incorrect number of pulses on the 24X reference circuit, DTC P0336 will set and the PCM will use
the 3X reference signal circuit for fuel and ignition control. The engine will continue to start and run using the 3X reference and CAM signals
only.
DIAGNOSTIC AIDS
DTC P0336 can be caused by secondary components leaking high voltage into the Ignition Control (IC) module. Inspect for the following
conditions:
- Incorrect harness routing near secondary ignition components.
- Ignition coil arcing to wiring harness or IC module-Check ignition coils for:
- Cracks
- Carbon tracking
- Other signs of damage
- Secondary ignition wires arcing to wiring harness.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
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- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. If sent here from DTC P0327 proceed with DTC P0336 Diagnostic even if P0336 has not failed this ignition.
8. The 24X RPM on the scan tool should change each time the signal circuit is touched.
9. If the fuse blows in the jumper wire, there is a short to ground on the signal circuit.
13. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0341
Schematic
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CIRCUIT DESCRIPTION
During cranking, the Ignition Control (IC) Module monitors the 7X crankshaft position sensor signal. Once the IC Module determines spark
synchronization, 3X reference signals are sent to the Powertrain Control Module (PCM). The PCM will command all six injectors on for one
priming shot of fuel in all cylinders. After the priming, the injectors are left off for the next six fuel control reference signals (two crankshaft
revolutions). This allow each cylinder a chance to use the fuel from the priming shot. During this waiting period, a cam pulse will have been
received by the PCM. The PCM uses the Cam signal pulses to initiate sequential fuel injection. The PCM constantly monitors the number of
pulses on the Cam signal circuit and compares the number of Cam pulses to the number of 24X reference pulses and the number of 3X reference
pulses being received. If the PCM receives an incorrect number of pulses on the Cam reference circuit, DTC P0341 will set and the PCM will
initiate injector sequence without the Cam signal with a one in six chance that injector sequence is correct. The engine will continue to start and
run normally, although the misfire diagnostic will be affected if a misfiring condition occurs.
DIAGNOSTIC AIDS
DTC P0341 can be caused by secondary components leaking high voltage into the ignition module. Check for the following conditions:
- Incorrect harness routing near secondary ignition components.
- Ignition coil arcing to wiring harness or IC module, check ignition coils for cracks, carbon tracking, or other signs of damage.
- Secondary ignition wires arcing to wiring harness.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
8. The Cam Signal on the scan tool should change each time the signal circuit is touched.
9. If the fuse blows in the jumper wire, there is a short to ground on the signal circuit.
16. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0401
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) tests the EGR system during deceleration by momentarily commanding the EGR valve to open while
monitoring the Manifold Absolute Pressure (MAP) sensor signal. When the EGR valve is opened, the PCM should see a proportional increase in
MAP. If the expected increase in MAP is not seen, the PCM notes the amount of error that was detected and adjusts an internal fail counter
towards a fail threshold level. When the fail counter exceeds the fail threshold level, the PCM will set DTC P0401. The number of test samples
required to accomplish this may vary according to the amount of detected flow error.
Normally, the PCM will only allow one EGR flow test sample to be taken during an ignition cycle. To aid in verifying a repair, the PCM allows
twelve test samples during the first ignition cycle following a scan tool Clear Info or a battery disconnect. Between nine and twelve samples
should be sufficient for the PCM to determine adequate EGR flow and pass the EGR test.
DIAGNOSTIC AIDS
To verify a repair, clear info with the scan tool and run the EGR flow test keeping the following items in mind:
- The PCM will only run the EGR flow test during a gradual deceleration.
- The PCM will only run the EGR test during a closed throttle condition.
- The PCM will only run the EGR test at vehicle speeds above 30 mph.
- Several deceleration cycles will be necessary to run a sufficient number of EGR flow test samples, 9-12.
- The EGR Test Counter displayed on the scan tool can be useful in determining that the EGR flow test is running and to keep track of the
number of test samples taken. The counter will increment each time a test sample is taken.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P0403
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) monitors the EGR valve pintle position input to ensure that the valve responds properly to commands
from the PCM. The Linear EGR valve is controlled by using an ignition positive driver and ground circuit within the PCM. The driver has the
ability to detect an electrical malfunction in the ignition positive or ground circuit. If an electrical malfunction occurs, the driver signals the PCM
to set DTC P0403.
DIAGNOSTIC AIDS
Inspect for the following:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
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damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. Listen for a click when the solenoid operates. Command the EGR between 0 percent to 10 percent. Repeat the commands as necessary.
3. Verifies that the PCM is providing voltage to the solenoid.
4. Tests for an open in the ground circuit to the solenoid.
5. Tests if voltage is constantly being applied to the solenoid.
12. The PCM utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM is replaced, the new PCM must
be programmed.
P0404
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Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) monitors the EGR valve pintle position input to ensure that the valve responds properly to commands
from the PCM. The PCM compares Actual EGR Position with Desired EGR Position when the valve is commanded open. If the difference
between actual EGR position and desired EGR Position is more than 15 percent DTC P0404 will set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
Excessive deposits on the EGR pintle or seat- Remove the EGR valve and inspect for deposits that may interfere with the EGR valve pintle
extending completely or cause the pintle to stick.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
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- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
2. Verifies that the malfunction is present.
3. If DTC P0404 will only set under certain conditions, the malfunction may be intermittent, refer to Diagnostic Aids. If an intermittent wiring
problem is not present, check for a poor connection at the PCM or the EGR valve. If the connections are OK and DTC P0404 continues to
set, replace the EGR valve.
16. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0405
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Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) monitors the EGR valve pintle position input to ensure that the valve responds properly to commands
from the PCM and to detect a fault if the pintle position sensor circuit is open or shorted. If the PCM detects an excessively low EGR Feedback
signal voltage, DTC P0405 will set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
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- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. This step verifies that the malfunction is present.
3. If DTC P0405 only sets under certain conditions, the malfunction may be intermittent. Refer to Diagnostic Aids. If an intermittent wiring
problem is not present, inspect for a faulty connection at the PCM or the EGR valve.
18. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
P0410
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Schematic
CIRCUIT DESCRIPTION
An AIR pump is used on this vehicle to lower tail pipe emissions on start-up. The Powertrain Control Module (PCM) grounds the AIR pump
relay control circuit, which energizes the AIR pump. The PCM also grounds the AIR combination valve vacuum control circuit, which energizes
the AIR vacuum solenoid valve. Vacuum is then applied to both AIR combination valve diaphragms which open the shut off valves.
The PCM enables both circuits simultaneously when AIR system operation is desired. When the AIR system is active, the AIR pump forces fresh
air into the exhaust stream in order to accelerate catalyst operation. The AIR solenoid valves replace the conventional check valves. When the
AIR system is inactive the shut off valves prevent air flow in either direction. DTC P0412 applies to the AIR vacuum control solenoid circuit.
DTC P0418 applies to the AIR pump relay control circuit. DTC P0410 sets if an air flow problem is detected.
The PCM will run up to 3 diagnostic tests using the HO2S 1 voltage to diagnose the AIR system. The first is a passive test, it has 2 parts. The
two parts are the AIR Passive Test 1, and AIR Passive Test 2. The second test is an Active Test, it has one part. This test is named AIR Active
Test.
DIAGNOSTIC AIDS
Inspect for the following:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. DTC P0412 AIR Solenoid Valve Control Circuit and P0418 AIR Pump Relay Control Circuit should be diagnosed first if either are set.
3. Begins testing for a short to ground in the AIR pump feed circuit.
4. Listen for a running motor. Command both the ON and OFF states. Repeat the commands as necessary.
5. Begins testing for a short to voltage in the pump feed circuit.
6. Tests for voltage at the AIR pump relay switch feed circuit.
7. Bypasses the relay.
8. Tests for voltage on the AIR pump feed circuit.
9. Tests for an open on the pump ground circuit.
28. The AIR Pump is not designed to run continuously. If the pump needs to be replaced, check for conditions that may cause continuous pump
operation.
P0412
DTC P0412 Secondary Air Injection (AIR) Solenoid Control Circuit
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Schematic
Circuit Description
An AIR pump is used on this vehicle to lower tail pipe emissions on start-up. The powertrain control module (PCM) grounds the AIR pump relay
control circuit, which energizes the AIR pump. The PCM also grounds the AIR combination valve vacuum control solenoid circuit, which
energizes the AIR vacuum control solenoid. Vacuum is then applied to both AIR combination valve diaphragms which open the shut off valves.
The PCM enables both circuits simultaneously when AIR system operation is desired. When the AIR system is active, the AIR pump forces fresh
air into the exhaust stream in order to accelerate catalyst operation. The AIR combination valves replace the conventional check valves. When
the AIR system is inactive the shut off valves prevent air flow in either direction. DTC P0412 applies to the AIR vacuum control solenoid circuit.
DTC P0418 applies to the AIR pump relay control circuit. DTC P0410 sets if an air flow problem is detected.
The PCM will run up to 3 diagnostic tests using the HO2S 1 voltage to diagnose the AIR system.
The AIR Active Test has the PCM turn on the AIR pump specifically for diagnostic purposes. The AIR Active Test consists of the following:
- During this test the PCM turns the AIR system ON during Closed Loop operation. When the AIR system is activated, the PCM monitors the
HO2S voltage. If the AIR system is operating properly, the HO2S 1 voltage should go below a predetermined threshold.
- The PCM will repeat this test up to 3 consecutive times with a short delay between each command.
- If the PCM determines that the HO2S 1 voltage did not respond as expected during the tests, DTC P0410 will set.
- DTCs P0101, P0102, P0103, P0107, P0108, P0112, P0113, P0117, P0118, P0121, P0122, P0123, P0171, P0172, P0300, P0418, P0442,
P0443, P1441, and HO2S are not set.
- The engine operates for more than 2 seconds.
The HO2S 1 voltage changes less than .06 or is above 225 mV for 1.8 seconds during 3.0 seconds of AIR pump operation.
- The PCM will illuminate the malfunction indicator lamp (MIL) during the second consecutive trip in which the diagnostic test has been run
and failed.
- The PCM will store conditions which were present when the DTC set as Freeze Frame/Failure Records data.
- The PCM will turn OFF the malfunction indicator lamp (MIL) during the third consecutive trip in which the diagnostic has run and passed.
- The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.
- The DTC can be cleared by using a scan tool.
Diagnostic Aids
Notice: Do not operate the AIR pump for more than 60 seconds. Continuous operation of the AIR pump in excess of 60 seconds will damage
the AIR pump.
Many situations may lead to an intermittent condition. Perform each inspection or test as directed.
Important: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing or
replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
If the condition is determined to be intermittent, reviewing the Snapshot or Freeze Frame/Failure Records may be useful in determining when the
DTC or condition was identified.
Test Description
The numbers below refer to the step numbers on the diagnostic table:
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Diagnostic Chart
1. The Powertrain On-Board Diagnostic (OBD) System Check prompts you to complete some basic checks and store the freeze frame and
failure records data on the scan tool.
2. Listen for a click when the solenoid operates. Command both the ON and OFF states. Repeat the commands as necessary.
3. Tests for voltage at the feed side of the solenoid.
4. Verifies that the PCM is providing ground to the solenoid.
5. Tests if ground is constantly being applied to the solenoid.
12. The PCM utilizes an electrically erasable programmable read only memory (EEPROM). When the PCM is replaced, the new PCM must be
programmed.
P0418
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
Ignition voltage is supplied directly to the AIR Pump relay. The Powertrain Control Module (PCM) controls the relay by grounding the control
circuit via an internal solid state device called a driver. The primary function of the driver is to supply the ground for the component being
controlled. Each driver has a fault line which is monitored by the PCM. When the PCM is commanding a component ON, the voltage of the
control circuit should be low, near 0 volts. When the PCM is commanding the control circuit to a component OFF, the voltage potential of the
circuit should be high, near battery voltage. If the fault detection circuit senses a voltage other than what is expected, this DTC will set.
The PCM will monitor the control circuit for the following:
- A short to ground.
- A short to voltage.
- An open circuit.
- An open relay coil.
- An internally shorted or excessively low resistance relay coil.
When the PCM detects any of the above malfunctions, this DTC will set and the affected driver will be disabled.
DIAGNOSTIC AIDS
NOTE: Do not operate the AIR pump for more than 60 seconds. Continuous operation of the AIR pump in excess of 60 seconds will damage
the AIR pump.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.:
1. The Powertrain On-Board Diagnostic (OBD) System Check prompts you to complete some basic tests and store the freeze frame and failure
records data on the scan tool.
2. Listen for a click when the relay operates. Command both the ON and OFF states. Repeat the commands as necessary.
3. Tests for voltage at the coil feed side of the relay.
4. Verifies that the PCM is providing ground to the relay.
5. Tests if ground is constantly being applied to the relay.
12. The PCM utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM is replaced, the new PCM must
be programmed.
P0420
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CIRCUIT DESCRIPTION
To control emissions of Hydrocarbons (HC), Carbon Monoxide (CO), and Oxides of Nitrogen (NOx), a three-way catalytic converter is used.
The catalyst within the converter promotes a chemical reaction which oxidizes the HC and CO present in the exhaust gas, convening them into
harmless water vapor and carbon dioxide. The catalyst also reduces NOx, converting it to nitrogen. The converter also has the ability to store
excess oxygen and release the stored oxygen to promote these reactions. This Oxygen Storage Capacity (OSC) is a measurement of the catalyst's
ability to control emissions. The Powertrain Control Module (PCM) monitors this process using a Heated Oxygen Sensor (HO2S) located in the
exhaust stream past the three-way converter. When the catalyst is functioning properly, the HO2S 2 is slow to respond to a large change in the
HO2S 1 signal. When the HO2S 2 responds quickly to a large change in the HO2S 1 signal, the OSC and efficiency of the catalyst is considered
to be bad and the Malfunction Indicator Lamp (MIL) will be illuminated if subsequent tests also indicate a failure.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- The PCM will not enable the catalyst test until the following conditions are met:
- Engine speed is plus or minus 200 RPM from desired idle.
- Throttle Position (TP) is 1.5 percent or less.
- Short Term FT is between -20-20 percent.
- The catalyst test will abort if the vehicle falls outside the conditions listed below while the test is running:
- Engine speed is plus or minus 200 RPM from desired idle.
- Throttle Position (TP) is 1.5 percent or less.
- Short Term FT is between -20-+20 percent.
- The catalyst test may abort due to a change in engine load. If this problem occurs use the scan tool to force the cooling fans on then return to
Step 3 in the table.
IMPORTANT: When using the scan tool to force the cooling fans on use the next list and previous list soft keys to enter the catalyst data list. If
the catalyst data list is riot entered this way the cooling fan control will be canceled.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
1. The powertrain OBD system check prompts the technician to complete some basic tests and store the Freeze Frame and Failure Records data
on the scan tool if applicable.
2. If any component DTCs are set, diagnose those DTCs first. A fault in a component can cause the converter to appear degraded or may have
caused its failure.
3. Clearing the DTCs allows the catalyst test to be completed up to 6 times this ignition cycle. If the A/C is not turned OFF the diagnostic will
not run. The engine must be warmed-up. The converter needs to be warmed-up by raising the engine speed above idle for the specified time
prior to each attempted test. Observe the if DTC passed or failed this ignition cycle. If the DTC does not pass or fail look for a possible
reason that would cause the test to abort.
4. This step includes checks for conditions that can cause the three-way converter to appear degraded. Repair any problems found before
proceeding with this table.
9. If the three-way converter needs to be replaced, make sure that another condition is not present which could damage the converter. These
conditions may include: misfire, high engine oil or coolant consumption, retarded spark timing or weak spark. Correct any possible causes of
converter damage before replacing the converter.
P0440
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Refer to Emission Hose Routing Diagram, EVAP SYSTEM OVERVIEW. See: Emission Control Systems
SYSTEM DESCRIPTION
The EVAP system includes the following components:
- The fuel tank.
- The EVAP canister vent valve.
- The fuel pipes and hoses.
- The fuel fill cap.
- The EVAP vapor pipes.
- The EVAP purge pipes.
- The EVAP canister.
- The EVAP purge valve.
The EVAP LARGE LEAK TEST is based on applying vacuum to the EVAP system and monitoring vacuum decay. The PCM uses the input
from the fuel tank pressure sensor to determine the rate of vacuum decay. At an appropriate time, the PCM turns ON the EVAP canister purge
valve and the EVAP vent valve, causing the purge valve to open and the vent valve to close. This seals the system and allows the engine to draw
a vacuum on the system. At a calibrated time or vacuum level, the PCM turns the purge valve OFF, and tests the system vacuum. If the system is
unable to achieve the calibrated vacuum level, the PCM will set DTC P0440.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- A malfunctioning or damage EVAP canister.
- A loose, missing, defective or incorrect fuel fill cap.
- Incorrectly routed, kinked, pinched, plugged, or defective EVAP system vacuum and vapor pipes.
- Inspect for charcoal release from the EVAP canister.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Number(s) below refer to the step number(s) on the Diagnostic Table:
1. The Powertrain On Board Diagnostic (OBD) System Check prompts you to complete some of the basic tests and store the Freeze Frame and
Failure records data on the scan tool if applicable.
4. Verifies the EVAP system is not blocked from the EVAP purge valve to the EVAP canister.
5. Verifies the systems ability only to achieve 1.25 kPa (5 in. H2O), but not the ability to hold vacuum.
11. Tests the ability of the EVAP canister, fresh air hose and EVAP vent valve to hold and maintain vacuum.
P0442
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Refer to Emission Hose Routing Diagram, EVAP SYSTEM OVERVIEW. See: Emission Control Systems
SYSTEM DESCRIPTION
The EVAP system includes the following components:
- The fuel tank.
- The EVAP vent valve.
- The EVAP canister purge valve.
- The EVAP Canister.
- The fuel pipes and hoses.
- The EVAP vapor and purge pipes.
- The EVAP fresh air vent hose.
- The fuel fill cap.
The EVAP SMALL LEAK TEST is based on applying vacuum to the EVAP system and monitoring vacuum decay. The PCM monitors vacuum
level via the fuel tank pressure sensor input. At an appropriate time, the EVAP canister purge valve and the EVAP vent valve are turned on
allowing engine vacuum to draw a small vacuum on the entire evaporative emission system. After the desired vacuum level has been achieved,
the EVAP purge valve is turned off, sealing the system. A leak is detected by monitoring for a decrease in vacuum level over a given time period,
all other variables remaining constant. A small leak in the system will cause DTC P0442 to be set.
DIAGNOSTIC AIDS
The following conditions will set DTC P0442:
- Loose or malfunctioning fuel fill cap.
- Damaged EVAP purge or vapor pipes.
- Damaged EVAP fresh air vent hose.
- Malfunctioning EVAP vent valve.
- Damaged EVAP Canister.
- Leaking fuel tank, fuel sender assembly O-ring or pressure relief valve.
- Leaking fuel filler neck or seal.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Number(s) below refer to the step number(s) on the Diagnostic Table:
1. The powertrain On Board Diagnostic (OBD) System Check prompts you to complete some of the basic tests and store the Freeze Frame and
Failure Records data on the scan tool if applicable.
15. The EVAP station is pressurizing a sensor that normally reads vacuum. The scan tool reads high pressure at 0 volts and high vacuum at 5
volts. The scan tool can only read a max pressure of 6.0 inches of H2O (0 Volts), however the EVAP service station can pressurize the
system to much higher pressures. The scan tool value should be within 0.5 in. H2O of the specified value.
P0443
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
Output Driver Modules (ODMs) are used by the Powertrain Control Module (PCM) in order to turn On many of the current-driven devices that
are needed to control various engine and transmission functions. Each ODM is capable of controlling up to 7 separate outputs by applying
ground to the device which the PCM is commanding On. ODMs have the capability of diagnosing each output circuit individually. DTC P0443
indicates an improper voltage level has been detected on the output circuit which controls the EVAP canister purge solenoid valve.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
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The numbers below refer to the step numbers on the diagnostic table:
1. The powertrain OBD System Check prompts you to complete some basic tests and store the Freeze Frame and Failure Records data on the
scan tool.
2. Listen for an audible clicking when the purge solenoid operates. Command both the Increase and Decrease states. Repeat the commands as
necessary.
3. Tests for voltage at the feed side of the solenoid.
4. Verifies that the PCM is providing ground to the solenoid.
5. Tests if ground is constantly being applied to the solenoid.
12. The PCM utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM is replaced, the new PCM must
be programmed.
P0446
Refer to Emission Hose Routing Diagram, EVAP SYSTEM OVERVIEW. See: Emission Control Systems
SYSTEM DESCRIPTION
The EVAP system includes the following components:
- The fuel tank.
- The EVAP vent valve.
- The fuel pipes and hoses.
- The fuel fill cap.
- The EVAP vapor pipes.
- The EVAP purge pipes.
- The EVAP canister.
- The EVAP canister purge valve.
A RESTRICTED or BLOCKED EVAP VENT PATH is detected by monitoring fuel tank pressure during normal operation (EVAP vent valve
open, EVAP canister purge valve normal). With the EVAP vent valve open, vacuum level in the system should be very low unless the vent path
is blocked.
DIAGNOSTIC AIDS
Inspect for the following conditions:
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- Kinked, pinched or plugged vent hose.
- Inspect for charcoal release from the EVAP canister.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Number(s) below refer to the step number(s) on the Diagnostic Table:
1. The Powertrain On Board Diagnosis (OBD) System Check prompts you to the basic tests and store the Freeze Frame and Failure Records
Data on the scan tool if applicable.
5. Tests the EVAP canister purge valve for a small vacuum source during non purge.
7. Tests the EVAP vent valve for a restriction or blockage.
P0449
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
Output Driver Modules (ODMs) are used by the Powertrain Control Module (PCM) in order to turn ON many of the current-driven devices that
are needed to control various engine and transmission functions. Each ODM is capable of controlling up to 7 separate outputs by applying
ground to the device which the PCM is commanding ON. Unlike the Quad Driver Modules (QDMs) used in prior model years, ODMs have the
capability of diagnosing each output circuit individually. DTC P0449 set indicates an improper voltage level has been detected on the output
circuit which controls the EVAP canister vent solenoid valve.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
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TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
1. The Powertrain OBD System Check prompts you to complete some basic checks and store the Freeze Frame and Failure Records data on the
scan tool.
2. Listen for an audible click when the Vent solenoid operates. Command both the ON and OFF states. Repeat the commands as necessary.
3. Tests for voltage at the feed side of the solenoid.
4. Verifies that the PCM is providing ground to the solenoid.
5. Tests if ground is constantly being applied to the solenoid.
12. The PCM utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM is replaced, the new PCM must
be programmed.
P0452
Schematic
CIRCUIT DESCRIPTION
The PCM monitors the fuel tank pressure sensor signal to detect vacuum decay and excess vacuum during the enhanced EVAP diagnostic. The
fuel tank pressure sensor measures the difference between the air pressure (or vacuum) in the tank and the outside air pressure. The PCM applies
a 5.0 volt reference and ground to the sensor. The sensor will return a signal voltage between 0.1 and 4.9 volts. If the PCM detects a fuel tank
pressure sensor signal that is excessively low, DTC P0452 will set.
DIAGNOSTIC AIDS
Check for the following condition(s):
- Poor connection at the PCM or Fuel Tank Pressure Sensor.
Inspect harness connectors for backed out terminals, improper mating broken locks, improperly formed or damaged terminals, and poor
terminal to wire connection.
- Damaged harness.
Inspect the wiring harness for damage. If the harness appears to be OK, observe the Fuel Tank Pressure Sensor display on the scan tool while
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moving connectors and wiring related to the sensor. A change in the display will indicate the location of the malfunction.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
12. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0453
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The PCM monitors the fuel tank pressure sensor signal to detect vacuum decay and excess vacuum during the enhanced EVAP diagnostic. The
fuel tank pressure sensor measures the difference between the air pressure (or vacuum) in the tank and the outside air pressure. The PCM applies
a 5.0 volt reference and ground to the sensor. The sensor will return a signal voltage between 0.1 and 4.9 volts. If the PCM detects a fuel tank
pressure sensor signal that is excessively high, DTC P0453 will set.
DIAGNOSTIC AIDS
Check for the following condition(s):
- Poor connection at the PCM or Fuel Tank Pressure Sensor.
Inspect harness connectors for backed out terminals, improper mating broken locks, improperly formed or damaged terminals, and poor
terminal to wire connection.
- Damaged harness.
Inspect the wiring harness for damage. If the harness appears to be OK, observe the Fuel Tank Pressure Sensor display on the scan tool while
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moving connectors and wiring related to the sensor. A change in the display will indicate the location of the malfunction.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
10. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0462
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The PCM uses the fuel level input in order to calculate the expected vapor pressures within the fuel system. These vapor pressures vary as the
fuel level changes. The vapor pressure is critical in determining if the Evaporative Emissions System is operating properly. The PCM also uses
the fuel level in order to determine if the fuel level is too high or too low to be able to accurately detect EVAP system malfunction.
DIAGNOSTIC AIDS
- An intermittent problem may be caused by the following conditions:
- Poor electrical connection
- Rubbed through wire insulation
- A wire that is broken inside the wire insulation
- Any circuitry, that is suspected as causing the intermittent complaint, should be thoroughly checked for the following conditions:
- Backed out terminals
- Improper mating
- Broken locks
- Improperly formed or damaged terminals
- Poor terminal to wire connection
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Number(s) below refer to the step number(s) on the Diagnostic Table.
1. The Powertrain OBD System Check prompts the technician to complete some basic checks and store the freeze frame and failure records data
or the scan tool if applicable. This creates an electronic copy of the data taken when the malfunction occurred. The information is then stored
in the scan tool for later reference.
3. Tests for the proper operation of the fuel level circuit in the low voltage range.
P0463
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The PCM uses the fuel level input in order to calculate the expected vapor pressures within the fuel system. These vapor pressures vary as the
fuel level changes. The vapor pressure is critical in determining if the Evaporative Emissions System is operating properly. The PCM also uses
the fuel level in order to determine if the fuel level is too high or too low to be able to accurately detect EVAP system malfunction.
DIAGNOSTIC AIDS
- An intermittent problem may be caused by the following conditions:
- Poor electrical connection
- Rubbed through wire insulation
- A wire that is broken inside the wire insulation
- Any circuitry, that is suspected as causing the intermittent complaint, should be thoroughly checked for the following conditions:
- Backed out terminals
- Improper mating
- Broken locks
- Improperly formed or damaged terminals
- Poor terminal to wire connection
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
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tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Number(s) below refer to the step number(s) on the Diagnostic Table:
1. The Powertrain OBD System Check prompts the technician to complete some basic checks and store the freeze frame and failure records data
on the scan tool if applicable. This creates an electronic copy of the data taken when the malfunction occurred. The information is then stored
in the scan tool for later reference.
2. Tests for proper operation of the fuel level circuit in the high voltage range.
3. Tests for proper operation of the fuel level circuit in the low voltage range. If the fuse in the jumper opens when you perform this test, the
signal is sorted to voltage.
9. Replacement PCM must be reprogrammed and the crankshaft position system variation procedure must be performed. Refer to the latest
Techline information for PCM reprogramming and also refer to the CKP System Variation Learn Procedure for the Crankshaft Position
System Variation Procedure.
P0480
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Diagnostic Chart
CIRCUIT DESCRIPTION
Output Driver Modules (ODMs) are used by the PCM to turn ON many of the current-driven devices that are needed to control various engine
and Transaxle functions. Each ODM is capable of controlling up to 7 separate outputs by applying ground to the device which the PCM is
commanding ON. ODMs have the capability of diagnosing each output circuit individually. DTC P0480 set indicates an improper voltage level
has been detected on the output circuit which controls the Fan 1 Relay.
DIAGNOSTIC AIDS
Inspect for the following:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
1. The powertrain OBD System Check prompts you to complete some basic tests and store the Failure Records data on the scan tool.
2. Listen for an audible click when the relay operates. Command both the ON and OFF states. Repeat the commands as necessary.
3. Tests for voltage at the coil feed side of the relay.
4. Verifies that the PCM is providing ground to the relay.
5. Tests if ground is constantly being applied to the relay.
12. The PCM utilizes an electrically erasable programmable read only memory (EEPROM). When the PCM is replaced, the new PCM must be
programmed.
P0481
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Diagnostic Chart
CIRCUIT DESCRIPTION
Output Driver Modules (ODMs) are used by the PCM to turn on many of the current-driven devices that are needed to control various engine
and transaxle functions. Each ODM is capable of controlling up to 7 separate outputs by applying ground to the device which the PCM is
commanding ON. Unlike the Quad Driver Modules (QDMs) used in prior model years, ODMs have the capability of diagnosing each output
circuit individually. DTC P1652 set indicates an improper voltage level has been detected on ODM B output 2, which controls the high speed
and series/parallel cooling fan relays.
DIAGNOSTIC AIDS
Inspect for the following:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
1. The Powertrain OBD System Check prompts you to complete some basic tests and store the Failure Records data on the scan tool.
2. Listen for an audible click when the relay operates. Command both the ON and OFF states. Repeat the commands as necessary.
3. Tests for voltage at the coil feed side of the relays.
4. Verifies that the PCM is providing ground to the relays.
5. Tests if ground is constantly being applied to the relays.
12. The PCM utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM is replaced, the new PCM must
be programmed.
P0502
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Diagnostic Chart 1 Of 2
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Diagnostic Chart 2 Of 2
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Schematic
The AC signal generated has a frequency and amplitude (voltage). The PCM uses the frequency to calculate the vehicle speed. The voltage
portion of the signal is used for diagnostic purposes only. The voltage will vary from 0.5 volts AC at 100 RPM to as much as 200 volts AC at
6000 RPM.
This information is then sent to the PCM to indicate how fast the vehicle is traveling and to develop the shift pattern for the transmission. Other
systems also use VSS information:
^ TCC apply and release
^ Cruise control system
^ Fuel delivery systems
If the PCM detects a low vehicle speed with a high engine speed while in a drive range, then DTC P0502 sets. DTC P0502 is a type B DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
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^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
^ Check for Electromagnetic Interference (EMI) in circuits 400 (YEL) and 401 (PPL). EMI may be induced by a misrouted wiring harness
along the spark plug wires.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. This step test the ability of the VSS to produce an AC current. This step also verifies the integrity of the wiring to the PCM.
4. This step test the VSS circuit for correct resistance.
P0503
Diagnostic Chart 1 Of 2
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Diagnostic Chart 2 Of 2
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Schematic
The AC signal generated has a frequency and amplitude (voltage). The PCM uses the frequency to calculate the vehicle speed. The voltage
portion of the signal is used for diagnostic purposes only. The voltage will vary from 0.5 volts AC at 100 RPM to as much as 200 volts AC at
6000 RPM.
This information is then sent to the PCM to indicate how fast the vehicle is traveling and to develop the shift pattern for the transmission. Other
systems also use VSS information:
^ TCC apply and release
^ Cruise control system
^ Fuel delivery systems
If the PCM detects a large change in vehicle speed in a short period of time, then DTC P0503 sets. DTC P0503 is a type B DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
^ Check for Electromagnetic Interference (EMI) in circuits 400 (YEL) and 401 (PPL). EMI may be induced by a misrouted wiring harness
along the spark plug wires.
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^ Too much runout in the final drive carrier assembly may set DTC P0503.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. This step test the ability of the VSS to produce an AC current. This step also verifies the integrity of the wiring to the PCM.
4. This step test the VSS circuit for correct resistance.
P0506
Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) controls engine idle speed by adjusting the position of the Idle Air Control (IAC) motor pintle. The IAC
is a bi-directional motor driven by two coils. The PCM applies current to the IAC coils in pulses to extend the IAC pintle into a passage in the
throttle body to decrease air flow. The PCM reverses the current to retract the pintle, increasing air flow. This method allows highly accurate
control of idle speed and quick response to changes in engine load. If the PCM detects a condition where too low of an idle speed is present and
the PCM is unable to adjust idle speed by increasing the IAC counts, DTC P0506 will set indicating a problem with the idle control system.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Restricted air intake system
- Throttle body-Inspect for:
- Objects blocking the IAC passage or throttle bore
- Excessive deposits in the IAC passage and on the IAC pintle
- Excessive deposits in the throttle bore and on the throttle plate
- Large vacuum leak-Inspect for a condition that causes a large vacuum leak, such as a incorrectly installed or faulty PCV valve or brake
booster hose disconnected. Refer to Visual/Physical Inspection in Symptoms. See: Initial Inspection and Diagnostic Overview
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The number below refers to the step number on the diagnostic table:
10. .This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the
PCM is being replaced, the new PCM must be programmed.
P0507
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) controls engine idle speed by adjusting the position of the Idle Air Control (IAC) motor pintle. The IAC
is a bi-directional motor driven by two coils. The PCM applies current to the IAC coils in pulses, counts, to extend the IAC pintle into a passage
in the throttle body to decrease air flow. The PCM reverses the current to retract the pintle, increasing air flow. This method allows highly
accurate control of idle speed and quick response to changes in engine load. If the PCM detects a condition where too low of an idle speed is
present and the PCM is unable to adjust idle speed by increasing the IAC counts, DTC P0507 will set indicating a problem with the idle control
system.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Restricted air intake system-Inspect for:
- Collapsed air intake duct
- Restricted air filter element Foreign objects blocking the air intake system
- Throttle body-Inspect for:
- Objects blocking the IAC passage or throttle bore
- Excessive deposits in the IAC passage and on the IAC pintle
- Excessive deposits in the throttle bore and on the throttle plate
- Large vacuum leak-Inspect for a condition that causes a large vacuum leak, such as a incorrectly installed or faulty PCV valve or brake
booster hose disconnected.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
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damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
10. Before replacing the PCM, check the terminals for improper mating, broken locks, or physical damage to the wiring harness.
P0530
Schematic
CIRCUIT DESCRIPTION
The A/C system uses an A/C refrigerant pressure sensor mounted in the high pressure side of the A/C refrigerant system to monitor A/C
refrigerant pressure. The Powertrain Control Module (PCM) uses this information to turn ON the engine coolant fans when the A/C refrigerant
pressure is high and to keep the compressor disengaged when A/C refrigerant pressure is excessively high or low. The A/C refrigerant pressure
sensor operates like other 3-wire sensors. The PCM applies a 5.0 volt reference and a sensor ground to the sensor. Changes in the A/C refrigerant
pressure will cause the A/C refrigerant pressure input to the PCM to vary. The PCM monitors the A/C refrigerant pressure signal circuit and can
determine when the signal is outside of the possible range of the sensor. When the signal is out of range, high or low, for a prolonged period of
time, the PCM will set DTC P0530. When DTC P0530 is set, the PCM will not allow the A/C compressor clutch to engage. This is done to
protect the compressor.
DIAGNOSTIC AIDS
Inspect for the following conditions:
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IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
^ Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension.
^ Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault.
^ PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
3. If the A/C refrigerant pressure signal voltage stays high after disconnecting the A/C refrigerant pressure sensor electrical connector, the
signal circuit is shorted to voltage or the PCM is faulty.
6. Tests for a high resistance or an open in the ground circuit.
15. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0560
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) monitors system voltage on the PCM ignition feed circuit. If the system voltage is out of tolerance, DTC
P0560 will be set. When the conditions that set DTC P0560 are present, operation of some vehicle systems and components may be affected.
DIAGNOSTIC AIDS
Inspect for the following conditions:
For complete information and additional diagnostics for the vehicle charging system, refer to A Diagnostic System Check - Starting and
Charging. See: Starting and Charging
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
13. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P0601
Diagnostic Chart
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) used in this vehicle utilizes an Electrically Erasable Programmable Read-only Memory (EEPROM). The
EEPROM contains program information and the calibrations required for powertrain diagnostics operation. Unlike the PROM used in past
applications, the EEPROM is not replaceable. When the PCM is replaced or a calibration update is required, the PCM must be programmed using
approved Techline equipment.
DIAGNOSTIC AIDS
DTC P0601 indicates that the contents of the EEPROM have changed since the PCM was programmed. The only possible repair is PCM
replacement. Remember to program the replacement PCM with the correct software and calibration for the vehicle.
TEST DESCRIPTION
Numbers below refer to the step numbers on the diagnostic table:
2. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
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P0602
Diagnostic Chart
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) used in this vehicle utilizes an Electrically Erasable Programmable Read-only Memory (EEPROM).
The EEPROM contains program information and the calibrations required for powertrain diagnostics operation.
Unlike the PROM used in past applications, the EEPROM is not replaceable. When the PCM is replaced or a calibration update is required, the
PCM must be programmed using approved Techline equipment.
TEST DESCRIPTION
Numbers below refer to the step numbers on the diagnostic table:
2. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
P0620
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Diagnostic Chart
Refer to Engine Control Schematics DID, IP, and Generator. See: Diagrams/Electrical Diagrams
CIRCUIT DESCRIPTION
The PCM Output (L) terminal to the alternator determines when the alternator will be turned off. It is on under all normal vehicle operating
conditions except during low RPM conditions. The alternator is turned off during low RPM conditions to remove excess load from the engine.
The alternator telltale lamp will illuminate any time the ignition is on and engine is not running. The telltale will go out after the engine is
running and the alternator is putting out the desired amperage.
DIAGNOSTIC AIDS
Check for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refers to the step number on the diagnostic table:
7. This vehicle is equipped with a PCM which utilizes and Electrically Erasable Programmable Read Only Memory (EEPROM). When the
PCM is being replaces, the new PCM must be programmed.
P0650
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Schematic
CIRCUIT DESCRIPTION
Output Driver Modules (ODMs) are used by the PCM to turn on many of the current-driven devices that are needed to control various engine
and Transaxle functions. Each ODM is capable of controlling up to 7 separate outputs by applying ground to the device which the PCM is
commanding ON. ODMs have the capability of diagnosing each output circuit individually. DTC P0650 set indicates an improper voltage level
on the output circuit that controls the Malfunction Indicator Lamp (MIL).
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: If the Instrument Panel (I/P) is completely inoperative, refer to A Diagnostic System Check -Instrument Cluster in Instrument
Panel, Gauges and Warning Indicators for further diagnosis. See: Instrument Panel, Gauges and Warning Indicators
If the ignition feed circuit is suspected of being open, observe if other lamps on that circuit illuminate.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Number(s) below refer to the step number(s) on the Diagnostic Table.
11. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
P0711
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Schematic
If the PCM detects an intermittent voltage or no voltage change in the TFT sensor circuit, then DTC P0711 sets. DTC P0711 is a type C DTC.
Condition 1
The change in transmission fluid temperature is less than 1.5°C (2°F) since start-up for at least 6 minutes and 49 seconds continuous.
Condition 2
The change in transmission fluid temperature is greater than 20°C (36°F) within 0.2 seconds and this occurs at least 14 times within 7
seconds.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
^ Test the TFT sensor at various temperature levels to evaluate the possibility of a skewed (mis-scaled) sensor. Refer to the Transmission Fluid
Temperature (TFT) Sensor Specifications table.
^ Inspect the transmission 20-way connector for transmission fluid.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. This step attempts to repeat the condition that set the DTC.
5. This step attempts to repeat the condition in the engine wiring harness.
6. This step determines if a condition exists with the PCM or TFT sensor.
P0712
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Schematic
If the PCM detects a continuous short to ground in the TFT sensor circuit, then DTC P0712 sets. DTC P0712 is a type C DTC.
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DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. A value below 0.2 volts indicates the fault is present. A value above 0.2 volts indicates the fault is intermittent.
3. A value greater than 4.9 volts indicates the fault is in the transmission side.
5. For resistance at other temperatures, refer to Transmission Fluid Temperature (TFT) Sensor Specifications.
6. A value less than 10 K ohm indicates a short to ground in the harness or sensor. A value greater than 10 K ohm indicates the condition is
intermittent.
7. A value less than 10 K ohm indicates a short together between the TFT signal circuit and the ground circuits.
P0713
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Schematic
If the PCM detects a continuous open or a short to power on the TFT sensor circuit, then DTC P0713 sets. DTC P0713 is a type C DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. A value above 4.9 volts indicates the fault is present. A value below 4.9 volts indicates the fault is intermittent.
4. A value less than 0.2 volts indicates the PCM and engine wiring are good.
P0716
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Diagnostic Chart 2 Of 2
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Schematic
There is a fixed air gap between the sensor and the teeth on the sensor reluctor wheel. The AT ISS sensor input is used by the PCM in order to
control line pressure, TCC apply and release and transmission shift patterns. This sensor is also used to calculate the appropriate gear ratios and
TCC slippage.
This diagnostic indicates stuck, erratic, or intermittent values, indicating poor performance of the system. If the PCM detects an unrealistically
large change in data from the AT ISS sensor in a short period of time, then DTC P0716 sets. DTC P0716 is a type B DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
^ Check for Electromagnetic Interference (EMI) in the signal and ground circuits. EMI may be induced by a misrouted wiring harness along
the spark plug wires.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. This step checks if the PCM receives a signal from the AT ISS sensor.
3. A Yes answer indicates that the transmission side of the circuit is functioning properly.
4. This step checks the engine harness from the transmission 20-way connector to the PCM.
7. This step begins the transmission harness diagnosis.
P0717
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Schematic
There is a fixed air gap between the sensor and the teeth on the sensor reluctor wheel. The AT ISS sensor input is used by the PCM in order to
control line pressure, TCC apply and release and transmission shift patterns. This sensor is also used to calculate the gear ratios and TCC
slippage.
If the PCM detects a low input speed while the vehicle and engine speeds are high, then DTC P0717 sets. DTC P0717 is a type B DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
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for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
^ Check for Electromagnetic Interference (EMI) in the signal and ground circuits. EMI may be induced by a misrouted wiring harness along
the spark plug wires.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. This step checks if the PCM receives a signal from the AT ISS sensor.
3. A Yes answer indicates that the transmission side of the circuit is functioning properly.
4. This step checks the engine harness from the transmission 20-way connector to the PCM.
7. This step begins the transmission harness diagnosis.
P0719
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Schematic
If the PCM detects an open brake switch (indicating pedal applied) during a number of accelerations, then DTC P0719 sets. DTC P0719 is a type
C DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
6. This step isolates the fault between the TCC brake switch and the harness.
P0724
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Diagnostic Chart
Schematic
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If the PCM detects a closed TCC brake switch (indicating pedal released) during a number of decelerations, then DTC P0724 sets. DTC P0724 is
a type C DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. A Scan Tool display that changes from Closed to Open when the switch is disconnected indicates a faulty switch.
P0730
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If the PCM detects an incorrect gear ratio because of excessive slip within the transmission, then DTC P0730 sets. DTC P0730 is a type C DTC.
DIAGNOSTIC AIDS
^ Ask the customer about possible vehicle overloading, exceeding the trailer towing limit, or towing in overdrive.
^ Inspect for an incorrect calibration.
^ Refer to Range Reference.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. This step tests for low fluid level, which may cause slipping and result in an undefined gear ratio.
4. This step verifies that the correct gear ratios occur for commanded gears.
5. This step tests for low line pressure.
P0741
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Diagnostic Chart 2 Of 2
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Schematic
The TCC used is an Electronically Controlled Capacity Clutch (ECCC). The PCM will normally allow a small amount of slip to occur with the
ECCC. When the TCC is engaged, TCC slip speed is maintained at approximately 20 to 50 RPM.
If the PCM detects high torque converter slip when the TCC is commanded ON, then DTC P0741 sets. DTC P0741 is a type B DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
5. This step verifies that the TCC engages when commanded ON by the Scan Tool.
P0742
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Schematic
The TCC release switch is a normally-closed switch. When the TCC is released, TCC release fluid pressure opens the TCC release switch which
opens the TCC release pressure circuit. When the voltage on the circuit is high (switch open), the PCM recognizes that the TCC is no longer
engaged.
If the PCM detects that the TCC release switch is closed when the TCC is commanded OFF, then DTC P0742 sets. DTC P0742 is a type A DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
^ Rapid fluctuation in line pressure could set DTC P0742.
^ An open condition in the TCC release circuit or switch would set DTC P1887. Open circuits are not diagnosed in DTC P0742.
^ Inspect for a pressure regulator condition.
^ Inspect for abnormal line pressure.
^ The customer may notice an engine stalling condition.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. A Yes answer indicates that the TCC is functioning properly.
4. By disconnecting the transmission connector, the PCM should interpret the open circuit as TCC release pressure present. A Yes answer
indicates that the engine side of the circuit is functioning properly.
9. This step tests for a mechanical or hydraulic condition.
P0748
Diagnostic Chart 1 Of 3
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Schematic
If the PCM detects a commanded current draw that differs from the actual current draw by more than a calibrated value, then DTC P0748 sets.
DTC P0748 is a type C DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
^ Extended cranking with a low battery could set DTC P0748.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. This step verifies that the fault is present.
3. This step tests the transmission wiring harness and the PC solenoid valve for correct resistance.
9. This step begins diagnosis of the engine side of the circuit.
P0751
Diagnostic Chart
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Schematic
The PCM identifies a 1-2, 3-4 SS valve condition by monitoring the commanded gear versus gear ratio.
If the PCM detects a 2nd gear ratio when 1st gear is commanded and a 3rd gear ratio when 4th gear is commanded, then DTC P0751 sets. DTC
P0751 is a type B DTC.
Condition 1
The PCM commands 1st gear and the gear ratio indicates 2nd gear (1.52:1 to 1.62:1) for 1 second.
Condition 2
The PCM commands 4th gear and the gear ratio indicates 3rd gear (0.95:1 to 1.05:1) for 1 second.
DIAGNOSTIC AIDS
^ Inspect the transmission fluid for sediment.
^ Inspect the transmission filter for debris.
^ Ensure that the scan tool commanded gear has correct solenoid states and ratio. Refer to the Shift Solenoid Valve State and Gear Ratio table.
TEST DESCRIPTION
IMPORTANT: Do not drive the vehicle for an extended period of time because additional internal damage may occur.
The numbers below refer to the step numbers on the diagnostic table.
3. This step confirms that the PCM commanded all the shifts, but all the shifts did not occur.
P0752
Diagnostic Chart
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Schematic
The PCM identifies a 1-2, 3-4 SS valve condition by monitoring the commanded gear versus gear ratio.
If the PCM detects a 1st gear ratio when 2nd gear is commanded and a 4th gear ratio when 3rd gear is commanded, then DTC P0752 sets. DTC
P0752 is a type B DTC.
Condition 1
The PCM commands 2nd gear and the gear ratio indicates 1st gear (2.87:1 to 2.97:1) for 1 second.
Condition 2
The PCM commands 3rd gear and the gear ratio indicates 4th gear (0.65:1 to 0.75:1) for 1 second.
DIAGNOSTIC AIDS
^ Inspect the transmission fluid for sediment.
^ Inspect the transmission filter for debris.
^ Ensure that the scan tool commanded gear has correct solenoid states and ratio. Refer to the Shift Solenoid Valve State and Gear Ratio table.
TEST DESCRIPTION
IMPORTANT: Do not drive the vehicle for an extended period of time because additional internal damage may occur.
The numbers below refer to the step numbers on the diagnostic table.
3. This step confirms that the PCM commanded all the shifts, but all the shifts did not occur.
P0753
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Schematic
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If the PCM detects a continuous open, short to ground or short to power in the 1-2, 3-4 SS valve circuit, then DTC P0753 sets. DTC P0753 is a
type B DTC.
Condition 1
The PCM commands the solenoid ON and voltage feedback remains high (B+).
Condition 2
The PCM commands the solenoid OFF, and the voltage feedback remains low (0 volts).
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
^ Ensure that the scan tool commanded gear has correct solenoid states and ratio. Refer to the Shift Solenoid Valve State and Gear Ratio table.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. A short to ground in the power feed circuit to the solenoid ahead of the splice would open the fuse and set DTCs for other solenoids on the
same circuit. An open in the same circuit would not open the fuse but, would set the other DTCs.
P0756
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Diagnostic Chart
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Schematic
The PCM identifies a 2-3 SS valve performance condition by monitoring the commanded gear versus the gear ratio.
If the PCM detects a 4th gear ratio when 1st gear is commanded and a 3rd gear ratio when 2nd gear is commanded, then DTC P0756 sets. DTC
P0756 is a type A DTC.
Condition 1
The PCM commands 1st gear and the gear ratio indicates 4th gear (0.65:1 to 0.75:1) for 1 second.
Condition 2
The PCM commands 2nd gear and the gear ratio indicates 3rd gear (0.95:1 to 1.05:1) for 1 second.
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DIAGNOSTIC AIDS
^ Inspect the transmission fluid for sediment.
^ Inspect the transmission filter for debris.
^ Ensure that the scan tool commanded gear has correct solenoid states and ratio. Refer to the Shift Solenoid Valve State and Gear Ratio table.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
IMPORTANT: Do not drive the vehicle for an extended period of time, as additional internal damage may occur.
3. This step confirms that the PCM commanded all the shifts, but all the shifts did not occur.
P0757
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Diagnostic Chart
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Schematic
The PCM identifies a 2-3 SS valve performance condition by monitoring the commanded gear versus the gear ratio.
If the PCM detects a 2nd gear ratio when 3rd gear is commanded and a 1st gear ratio when 4th gear is commanded, then DTC P0757 sets. DTC
P0757 is a type A DTC.
Condition 1
The PCM commands 3rd gear and the gear ratio indicates 2nd gear (1.52:1 to 1.62:1) for 1 second.
Condition 2
The PCM commands 4th gear and the gear ratio indicates 1st gear (2.87:1 to 2.97:1) for 1 second.
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DIAGNOSTIC AIDS
^ Inspect the transmission fluid for sediment.
^ Inspect the transmission filter for debris.
^ Ensure that the scan tool commanded gear has correct solenoid states and ratio. Refer to the Shift Solenoid Valve State and Gear Ratio table.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
IMPORTANT: Do not drive the vehicle for an extended period of time, as additional internal damage may occur.
3. This step confirms that the PCM commanded all the shifts, but all the shifts did not occur.
P0758
Diagnostic Chart 1 Of 3
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Diagnostic Chart 2 Of 3
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Schematic
If the PCM detects a continuous open, short to ground or short to power in the 2-3 SS valve circuit, then DTC P0758 sets. DTC P0758 is a type
A DTC.
Condition 1
The PCM commands the solenoid ON and the voltage feedback remains high (B+).
Condition 2
The PCM commands the solenoid OFF and the voltage feedback remains low (0 volts).
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
^ Ensure that the scan tool commanded gear has correct solenoid states and ratio. Refer to the Shift Solenoid Valve State and Gear Ratio table.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. A short to ground in the power feed circuit to the solenoid ahead of the splice would open the fuse and set DTCs for other solenoids on the
same circuit. An open in the same circuit would not open the fuse but, would set the other DTCs.
P1106
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Diagnostic Chart
Schematic
CIRCUIT DESCRIPTION
The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to the
PCM varies from below 2 volts at idle (high vacuum) to above 4 volts with the key ON, engine not running or at wide-open throttle (low
vacuum). The MAP sensor is used to determine manifold pressure changes while the EGR flow test diagnostic is being run, refer to DTC P0401
Exhaust Gas Recirculation (EGR) Flow Insufficient. See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0401
Also to update the Barometric Pressure Reading (BARO), as an enabling factor for other diagnostics. The PCM monitors the MAP signals for
voltages outside the normal range of the MAP sensor. If the PCM detects a MAP signal voltage that is intermittently high, DTC P1106 will set.
See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P1106
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1107
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Diagnostic Chart
Schematic
CIRCUIT DESCRIPTION
The Manifold Absolute Pressure (MAP) sensor responds 10 changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to
the PCM varies from below 2 volts at idle (high vacuum) to above 4 volts with the key ON, engine not running or at wide-open throttle (low
vacuum). The MAP sensor is used to determine manifold pressure changes while the EGR flow test diagnostic is being run, refer to DTC P0401
Exhaust Gas Recirculation (EGR) Flow Insufficient. See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0401
Also to update the Barometric Pressure Reading (BARO), as an enabling factor for other diagnostics. The PCM monitors the MAP signals for
voltages outside the normal range of the MAP sensor. If the PCM detects a MAP signal voltage that is intermittently low, DTC P1107 will set.
See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P1107
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DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1111
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Diagnostic Chart
Schematic
CIRCUIT DESCRIPTION
The Intake Air Temperature (IAT) sensor is a thermistor which measures the temperature of the air entering the engine. The PCM applies 5.0
volts through a pull up resistor to the IAT sensor. When the intake air is cold, the sensor resistance is high and the PCM will monitor a high
signal voltage on the IAT signal circuit. If the intake air is warm, the sensor resistance is lower causing the PCM to monitor a lower voltage.
DTC P1111 will set when the PCM detects an intermittently high signal voltage on the intake air temperature sensor signal circuit.
DIAGNOSTIC AIDS
The following could cause an intermittent condition:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1112
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Intake Air Temperature (IAT) sensor is a thermistor which measures the temperature of the air entering the engine. The PCM applies 5.0
volts through a pull up resistor to the IAT sensor. When the intake air is cold, the sensor resistance is high and the PCM will monitor a high
signal voltage on the IAT signal circuit. If the intake air is warm, the sensor resistance is lower causing the PCM to monitor a lower voltage.
DTC P1112 will set when the PCM detects an intermittently low signal voltage on the intake air temperature sensor signal circuit.
DIAGNOSTIC AIDS
The following could cause an intermittent condition:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1114
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Diagnostic Chart
Schematic
CIRCUIT DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is a thermistor mounted in the engine coolant stream. The PCM applies a voltage (about 5.0
volts) through a pull up resistor to the ECT signal circuit. When the engine coolant is cold, the sensor (thermistor) resistance is high therefore the
PCM will measure a high signal voltage. As the engine coolant warms, the sensor resistance becomes less, and the ECT signal voltage measured
at the PCM drops. With a fully warmed up engine, the ECT signal voltage should measure about 1.5 to 2.0 volts. If the PCM detects an ECT
signal that is intermittently below the range of the ECT sensor, DTC P1114 will set.
DIAGNOSTIC AIDS
The following could cause an intermittent condition:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
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Chevrolet Venture V6-3.4L VIN E 2154
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1115
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is a thermistor mounted in the engine coolant stream. The PCM applies a voltage (about 5.0
volts) through a pull up resistor to the ECT signal circuit. When the engine coolant is cold, the sensor (thermistor) resistance is high. Therefore
the PCM will measure a high signal voltage. As the engine coolant warms, the sensor resistance becomes less, and the ECT signal voltage
measured at the PCM drops. With a fully warmed up engine, the ECT signal voltage should measure about 1.5 to 2.0 volts. If the PCM detects an
ECT signal that is intermittently above the range of the ECT sensor, DTC P1115 will set.
DIAGNOSTIC AIDS
The following could cause an intermittent condition:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1121
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Throttle Position (TP) sensor circuit provides a voltage signal that changes relative to throttle blade angle. The signal voltage will vary from
below 1.0 volt at closed throttle to above 4.0 volts at Wide Open Throttle (WOT). If the PCM detects a TP signal voltage that is intermittently
more than the range of the TP sensor, DTC P1121 will be set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
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- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1122
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Throttle Position (TP) sensor circuit provides a voltage signal that changes relative to throttle blade angle. The signal voltage will vary from
below 1.0 volt at closed throttle to above 4.0 volts at Wide Open Throttle (WOT). If the PCM detects a TP signal voltage that is intermittently
less than the range of the TP sensor, DTC P1122 will be set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
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- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1133
Schematic
CIRCUIT DESCRIPTION
The PCM monitors the Heated Oxygen Sensor (HO2S) activity for 100 seconds. During this test period the PCM counts the number of times
that the HO2S signal voltage crosses the rich to lean and lean to rich thresholds. If the PCM determines that the HO2S did not switch enough
times, DTC P1133 will be set.
A lean to rich switch is determined when the HO2S voltage changes from less than 300 mV to more than 600 mV. A rich to lean switch is
determined when the HO2S voltage changes from more than 600 mV to less than 300 mV.
DIAGNOSTIC AIDS
A malfunction in the HO2S heater ignition feed or ground circuit may cause a DTC P1133 to set. Inspect the HO2S heater circuitry for
intermittent faults or poor connections. Refer to Testing for Intermittent and Poor Connections in Diagrams. If connections and wiring are OK
and DTC P1133 continues to set, replace the HO2S 1.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
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or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection Use a corresponding mating terminal to test for proper tension. Refer to Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. When the system is operating correctly the HO2S voltage should toggle above and below the specified values.
5. If the low circuit is shorted to ground the HO2S voltage will be less than 400 mV when the signal circuit is jumped to ground.
6. The specified value is what is measured on a correctly operating system.
7. The specified value is what is measured on a correctly operating system.
14. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
P1134
Schematic
CIRCUIT DESCRIPTION
The PCM continuously monitors the Heated Oxygen Sensor (HO2S) activity for 100 seconds. During the monitor period the PCM counts the
number of times that the HO2S responds from rich to lean and from lean to rich and adds the amount of time used to complete all transitions.
With this information, an average time for all transitions can be determined. The PCM then divides the rich to lean average by the lean to rich
average to obtain a ratio. If the HO2S transition time ratio is not within range, DTC P1134 will be set, indicating that the oxygen sensor is not
responding as expected to changes in exhaust oxygen content
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
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fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. When the system is operating correctly the HO2S voltage should toggle above and below the specified values.
5. If the low circuit is shorted to ground the HO2S voltage will be less than 400 mV when the signal circuit is jumped to ground.
6. The specified value is what is measured on a correctly operating system.
7. The specified value is what is measured on a correctly operating system.
14. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
P1336
Diagnostic Chart
CIRCUIT DESCRIPTION
The Crankshaft Position System Variation Learning feature is used to calculate reference period errors caused by slight tolerance variations in the
crankshaft, the crankshaft balancer interrupter rings, and the crankshaft position sensor hall effect switches. The calculated error allows the PCM
to accurately compensate for reference period variations. The Crankshaft Position System Variation Learning feature enhances the ability of the
PCM to detect misfire events over a wider range of engine speed and load. The crankshaft position system variation values are stored in the PCM
non volatile memory after the Crankshaft Position System Variation Learn procedure has been performed. DTC P1336 set indicates that the
crankshaft position system variation values have not been stored in the PCM and the Crankshaft Position System Variation Learn procedure must
be performed. The learn procedure is required after the following service procedures have been performed, regardless of whether or not DTC
P1336 is set:
- An PCM replacement
- An engine replacement
- A crankshaft replacement
- A crankshaft balancer replacement
- A crankshaft position sensor replacement
- Any engine repairs which disturbs crankshaft/harmonic balancer to crankshaft position sensor relationship
DIAGNOSTIC AIDS
The crankshaft position system variation compensating values are stored in the PCM non volatile memory after a learn procedure has been
performed. If the actual crankshaft position variation is not within the crankshaft position system variation compensating values stored in the
PCM, DTC P0300 may set. Refer to Diagnostic Aids for DTC P0300. See: Diagnostic Trouble Code Tests and Associated Procedures/P Code
Charts/P0300
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The Crankshaft Position System Variation Learn procedure must be performed when replacing the PCM to clear DTC P1336.The Crankshaft
Position System Variation Learn procedure is also required when the following service procedures have been performed, regardless of whether
or not DTC P1336 is set:
- An engine replacement
- A crankshaft replacement
- A crankshaft balancer replacement.
- A crankshaft position sensor replacement
- Any engine repairs which disturbs crankshaft/harmonic balancer to crankshaft position sensor relationship
If the crankshaft position system variation learn procedure cannot be performed successfully, inspect for the following conditions and correct as
necessary:
- ECT below 70°C (158°F)-Allow the engine to warm to above 70°C (158°F).
- Powertrain DTCs set-Refer to A Powertrain On Board Diagnostic (OBD) System Check. See: Initial Inspection and Diagnostic Overview
The scan tool crankshaft position system variation learn function will be disabled if any Powertrain DTCs other than DTC P1336 are stored
- Camshaft position signal problem detected-Refer to DTC P0341 Camshaft Position (CMP) Sensor Performance. See: Diagnostic Trouble
Code Tests and Associated Procedures/P Code Charts/P0341
- 3X reference signal problem detected-Refer to DTC P1374 Crankshaft Position (CKP) High to Low Resolution Frequency Correlation. See:
Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P1374
- 24X reference signal problem detected-Refer to DTC P0336 Crankshaft Position (CKP) Sensor Performance. See: Diagnostic Trouble Code
Tests and Associated Procedures/P Code Charts/P0336
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1351
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Diagnostic Chart
CIRCUIT DESCRIPTION
The Ignition Control (IC) Module sends signals that the PCM requires for fuel control and spark advance calculations. At the start of engine
crank, the IC Module controls spark advance. When the second 3X reference pulse is recognized by the PCM, the PCM applies 5.0 volts to the
Bypass circuit, commanding the IC Module to switch spark advance to PCM control. If the PCM detects an open in the IC circuit, DTC P1351
will set. The engine will start and may run with IC Module controlling spark timing.
DIAGNOSTIC AIDS
Inspect for the following conditions:
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IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1352
Diagnostic Chart
CIRCUIT DESCRIPTION
The Ignition Control (IC) module sends signals that the PCM requires for fuel control and spark advance calculations. At the start of engine
crank, the IC module controls spark advance (Bypass mode.) When the second 3X reference pulse is recognized by the PCM, the PCM applies
5.0 volts to the Bypass circuit, commanding the IC module to switch spark advance to PCM control (IC mode). If the PCM detects an open in the
Bypass circuit, DTC P1352 will set. The engine will start and may run in Bypass mode timing.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1361
CIRCUIT DESCRIPTION
The Ignition Control (IC) module sends signals that the PCM requires for fuel control and spark advance calculations. At the start of engine
crank the IC module controls spark advance. When the second 3X reference pulse is recognized by the PCM, the PCM applies 5.0 volts to the
Bypass circuit. The 5.0 volts on the Bypass circuit commands the IC module to switch spark advance to PCM control. At this time, the IC
module will remove the ground that was applied to the IC circuit. When the IC pulses are not grounded, the IC Module can use the IC pulses to
control spark advance. A short in the IC circuit or an open or short to ground in the Bypass circuit will cause the PCM to set DTC P1361. The
engine may be started but will run with the IC module controlling spark timing.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1362
CIRCUIT DESCRIPTION
The Ignition Control (IC) Module sends signals that the PCM requires for fuel control and spark advance calculations. At the start of engine
crank, the IC Module controls spark advance. When the second 3X reference pulse is recognized by the PCM, the PCM applies 5.0 volts to the
Bypass circuit, commanding the IC Module to switch spark advance to PCM control. If the PCM detects a short to voltage in the Bypass circuit,
DTC P1362 will set. A short to ground in the IC circuit or Bypass circuit will cause both DTC P1352 and DTC P1362 to set. The engine will
start and may run with ICM controlling spark timing.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1374
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CIRCUIT DESCRIPTION
The 3X reference signal is produced by the Ignition Control (IC) module. The IC module calculates the 3X reference signal by dividing the
Crankshaft Position (CKP) sensor 7X pulses by 2 when the engine is running and the CKP synchronizing pulses are being received. The PCM
uses the 3X reference signal to calculate the engine RPM and the crankshaft position at engine speeds above 1600 RPM. The PCM also uses
these pulses to initiate injector pulses. The PCM compares the 3X reference pulses to the 24X CKP pulses and the CMP pulses. If the PCM
receives an incorrect number of pulses on the 3X circuit a DTC P1374 will set and the PCM will use the 24X CKP reference circuit for fuel and
ignition control. The engine will continue to start and run using only the 24X CKP and Camshaft Position (CMP) sensor signals.
DIAGNOSTIC AIDS
DTC P1374 can be caused by secondary components leaking high voltage into the IC Module. Inspect for the following conditions:
- Incorrect harness routing near secondary ignition components
- Ignition coil arcing to wiring harness or IC Module- Inspect the ignition coils for the following conditions:
- Cracks
- Carbon tracking
- Any other signs of damage
- Secondary ignition wires arcing to wiring harness
- The MAP sensor reading will freeze when the 3X signal is lost.
After the MAP sensor freezes, DTC P0101 Mass Air Flow (MAF) Sensor Performance may set due to the incorrect MAP value and the
engine may be hard to start (possible long crank). Eventually (after a long crank) a DTC P0108 Manifold Absolute Pressure (MAP) Sensor
Circuit High Voltage may also set and replace the MAP sensor value with a default value and the engine will start and regain some
performance.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
10. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P1380
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Diagnostic Chart
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) receives rough road information from the Electronic Brake Control Module (EBCM) on the serial data
circuit. The PCM uses the rough road information to enhance the misfire diagnostic by distinguishing crankshaft speed variations caused by
driving on rough road surfaces from variations caused by true misfires. The EBCM transmits rough road information based on inputs from the
wheel speed sensors. If the EBCM detects a condition which does not allow the EBCM to properly identify rough road situations while a misfire
condition is being detected by the PCM, DTC P1380 is set.
P1381
Diagnostic Chart
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) receives rough road information from the Electronic Brake Control Module (EBCM) on the Class II
serial data circuit. The PCM uses the rough road information to enhance the misfire diagnostic by distinguishing crankshaft speed variations
caused by driving on rough road surfaces from variations caused by true misfires. The EBCM transmits rough road information based on inputs
from the wheel speed sensors. If a loss of communication occurs which causes the PCM to not receive rough road information while DTC P0300
is requesting the malfunction indicator lamp (MIL) DTC P1381 is set.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
2. Ensures that the EBCM/EBTCM is capable of transmitting serial data on the serial data circuit.
P1404
Diagnostic Chart(Part 2 Of 2)
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Schematic
CIRCUIT DESCRIPTION
The PCM monitors the EGR valve pintle position input to ensure that the valve responds properly to commands from the PCM. When the
ignition is turned on, the PCM learns the EGR closed valve pintle position. The PCM compares the learned EGR closed valve pintle position to
the Actual EGR position when the EGR valve is commanded closed. If the Actual EGR position indicates that the EGR valve is still open when
the PCM is commanding the EGR valve closed, DTC P1404 will set.
DIAGNOSTIC AIDS
Inspect for the following:
- Inspect for excessive deposits on the EGR valve pintle or seat.
- Remove the EGR valve and inspect for deposits that may interfere with the EGR valve pintle extending completely or cause the pintle to
stick.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
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or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
2. Verifies that the malfunction is present.
4. If DTC P1404 will only set under certain conditions, the malfunction may be intermittent; refer to DTC P1404 Diagnostic Aids. If an
intermittent wiring problem is not present, Inspect for a poor connection at the PCM or the EGR valve. If the connections are OK and DTC
P1404 continues to set, replace the EGR valve.
14. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P1441
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Diagnostic Chart
Refer to Emission Hose Routing Diagram, EVAP SYSTEM OVERVIEW. See: Emission Control Systems
SYSTEM DESCRIPTION
The Powertrain Control Module (PCM) supplies a ground to energize the EVAP purge valve (purge on). The EVAP purge valve control is Pulse
Width Modulated (PWM) or turned on and off several times a second. The duty cycle (pulse width) is determined by engine operating
conditions including load, throttle position, coolant temperature and ambient temperature. The duty cycle is calculated by the PCM and the
output is commanded when the appropriate conditions have been met. The system checks for conditions that cause the EVAP system to purge
continuously by commanding the EVAP vent valve ON (Closed) and the EVAP canister purge valve OFF (Closed). If vacuum level in the fuel
tank increases during the test, a continuous purge flow condition is indicated and DTC P1441 will set.
DIAGNOSTIC AIDS
The following conditions will set a DTC P1441.
- EVAP canister purge valve leaking internally.
- EVAP purge and engine vacuum lines switched at the EVAP canister purge valve.
- EVAP canister purge valve control circuit grounded.
If the harness appears to be OK, connect the J 41413 EVAP Pressure/Purge Diagnostic Station to the EVAP service port, pressurize the EVAP
system to 10 in. H20 and observe the Fuel Tank Pressure parameter on the scan tool while moving connectors and wiring harnesses related to the
EVAP purge valve. A sudden change in the display will indicate the location of the malfunction.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
1. The Powertrain On Board Diagnostic (OBD) System Check prompts you to complete some of the basic test and store the Freeze Frame and
Failure Records data on the scan tool if applicable.
P1483
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Diagnostic Chart
CIRCUIT DESCRIPTION
The PCM will richen the air/fuel ratio when a high coolant temperature is monitored. Called Hot Fuel Enrichment (HFE) this condition can
cause exhaust emissions to exceed the federal emissions standards for this vehicle. This DTC is required in order to prevent HFE from being
active during a skewed ECT sensor condition or during an actual cooling system condition that results in hot engine coolant. The PCM will
calculate an engine coolant temperature value based on IAT, engine speed, vehicle speed and engine load. If the ECT sensor value is higher than
the calculated coolant temperature during the Conditions for Running the DTC, this DTC sets and HFE is disabled.
DIAGNOSTIC AIDS
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- The most likely cause of this DTC is a cooling system problem. Perform the Electric Cooling Fan Diagnosis and also visually inspect the
cooling system for problems such as restricted radiator AIR flow. Refer to Engine Cooling for more cooling system diagnostic aids. See:
Engine, Cooling and Exhaust/Cooling System
- The IAT sensor must indicate the actual ambient temperature to within 1 degree. If the IAT sensor is accurate the ECT sensor must be
inaccurate. Test of the ECT sensor can be made by comparing actual coolant temperature to the ECT scan tool display.
Obtain actual coolant temperature using a thermometer located in the engine coolant. A test of the ECT sensors resistance may also be
performed.
If the actual coolant temperature is the same as the ECT scan tool display then the engine was not allowed to cool completely. Allow the
vehicle to cool and repeat the diagnostic table.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
3. Compares temperature readings of the ECT and IAT sensors.
4. Tests the temperature of the ECT sensor.
P1546
Diagnostic Chart
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CIRCUIT DESCRIPTION
Refer to Engine Controls Schematics inder Powertrain Management. See: Diagrams
Output Driver Modules (ODMs) are used by the Powertrain Control Module (PCM) to turn on many of the current-driven devices that are
needed to control various engine and transaxle functions. Each ODM is capable of controlling up to 7 separate outputs by applying ground to the
device which the PCM is commanding ON. ODMs have the capability of diagnosing each output circuit individually. DTC P1546 set indicates
an improper voltage level has been detected on the output circuit which controls the A/C compressor control relay.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
^ Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
^ Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
^ PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. Listen for a click when the relay operates. Command both the ON and OFF states. Repeat the commands as necessary.
3. This step tests for voltage at the coil feed side of the relay.
4. This step verifies that the PCM is providing ground to the relay.
5. This step tests if ground is constantly being applied to the relay.
12. The PCM utilizes Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM is replaced, the new PCM must be
programmed.
P1554
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Cruise Control Module sends the cruise status input to the PCM to indicate when cruise control is engaged. The PCM monitors the cruise
status signal while commanding cruise to be disengaged by grounding the cruise inhibit circuit. Any of the following conditions may cause the
PCM to inhibit cruise control operation:
- Engine is not running long enough for cruise control operation.
- Transaxle range inputs indicate park, neutral, low, or reverse gear is selected.
- Engine speed is too high or too low.
- Vehicle speed is too high or too low.
- TCS is active for longer than 2 seconds.
- Vehicle acceleration or deceleration rate is too high.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
7. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed
P1571
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Traction Control System (TCS) uses the antilock brake system in conjunction with the Powertrain Control Module (PCM) fuel and ignition
controls to limit drive wheel slippage during acceleration. The PCM controlled portion of the TCS reduces engine torque by any or all of the
following methods:
- Retarding spark timing
- Altering air/fuel ratio
- Shutting off up to 3 injectors
To determine the amount of torque reduction required, the PCM monitors the TCS desired torque Pulse Width Modulated (PWM) signal from
the Electronic Brake And Traction Control Module (EBTCM). The PCM also provides a TCS delivered torque PWM informing the EBTCM
how much torque is being produced by the engine. The Desired Torque display on the scan tool indicates the amount of engine torque requested
by the EBTCM. With the traction control inactive, the desired torque should vary between 99 and 100 percent. The Desired Torque display on
the scan tool is not the PWM duty cycle.
DIAGNOSTIC AIDS
Inspect the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1585
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CIRCUIT DESCRIPTION
Output Driver Modules (ODMs) are used by the PCM to turn on many of the current-driven devices that are needed to control various engine
and transaxle functions. Each ODM is capable of controlling up to 7 separate outputs by applying ground to the device which the PCM is
commanding ON. DTC P1585 set indicates an improper voltage level has been detected on the output circuit which controls the Cruise Control
Inhibit circuit.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
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fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table.
2. Normally, ignition feed voltage should be present on the control circuit with the PCM disconnected and the ignition turned ON.
3. Tests for a shorted component or a short to battery positive voltage on the control circuit. Either condition would result in a measured current
of over 500 milliamps. Also tests for a component that is going open while being operated, resulting in a measured current of 0 milliamps.
4. Tests for a short to voltage on the control circuit.
15. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P1626
Diagnostic Chart
Refer to Power, Ground, MIL, DLC, in Data Link Communications, See: Data Link Connectorand Pass Key III in Theft Deterrent. See:
Accessories and Optional Equipment/Antitheft and Alarm Systems
CIRCUIT DESCRIPTION
The Vehicle Theft Deterrent (VTD) module produces the theft deterrent fuel enable signal when ignition is ON and the proper key resistor pellet
is detected. The Powertrain Control Module (PCM) monitors the fuel enable signal during crank. If the proper signal is present on the Class II
Serial Data Circuit, the PCM enables the fuel delivery in order to allow the engine to start. If the PCM determines that the fuel enable signal is
not present or incorrect while the engine is running, DTC P1626 is set. The engine continues to start and run as long as DTC P1626 is stored. If
the problem affects inputs to the VTD signal, the starter motor may be disabled. Refer to Vehicle Theft Deterrent (VTD) Description and Vehicle
Theft Deterrent (VTD) Operation. See: Accessories and Optional Equipment/Antitheft and Alarm Systems
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
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- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
P1630
Diagnostic Chart
Refer to Power, Ground, MIL, DLC, in Data Link Communications, See: Data Link Connector and Pass Key III in Theft Deterrent. See:
Accessories and Optional Equipment/Antitheft and Alarm Systems
CIRCUIT DESCRIPTION
The Vehicle Theft Deterrent (VTD) module produces the theft deterrent fuel enable signal when ignition is ON and the proper key resistor pellet
is detected. The Powertrain Control Module (PCM) monitors the fuel enable signal during crank. If the proper signal is present on the Class II
Serial Data Circuit, the PCM enables the fuel delivery in order to allow the engine to start. If the Powertrain Control Module (PCM) is replaced,
the replacement PCM should learn the password within a few seconds after the ignition is turned ON. DTC P1630 is an information code
indicating that the PCM is ready to learn the theft deterrent password. The engine starts and continues to run with DTC P1630 set. Refer to
Vehicle Theft Deterrent (VTD) Description and Vehicle Theft Deterrent (VTD) Operation. See: Accessories and Optional Equipment/Antitheft
and Alarm Systems
DIAGNOSTIC AIDS
A replacement PCM is in a functional state to learn the password from the VTD System. If the Theft Deterrent Module is replaced, the PCM
must be placed in password learning mode to relearn the new password. Once learned, the password becomes permanent information that
remains with the vehicle. The loss of PCM battery or ignition voltage does not affect the programmed password information.
P1631
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Diagnostic Chart
Refer to Power, Ground, MIL, DLC, in Data Link Communications, See: Data Link Connector and Key III in Theft Deterrent. See: Accessories and
Optional Equipment/Antitheft and Alarm Systems
CIRCUIT DESCRIPTION
The Vehicle Theft Deterrent (VTD) module produces the theft deterrent fuel enable signal when ignition is ON and the proper key resistor pellet
is detected. The Powertrain Control Module (PCM) monitors the fuel enable signal during crank. If the proper signal is present on the Class II
Serial Data Circuit, the PCM enables the fuel delivery in order to allow the engine to start. If the PCM detects an incorrect password (theft
deterrent system failure or attempted vehicle theft, DTC 1631 is set. The engine may not start or crank as long as the condition is present. Refer
to Vehicle Theft Deterrent (VTD) Description and Vehicle Theft Deterrent (VTD) Operation. See: Accessories and Optional
Equipment/Antitheft and Alarm Systems
DIAGNOSTIC AIDS
DTC P1631 indicates that the vehicle theft deterrent password that the PCM has learned does not agree with the password being received from
the theft deterrent system. This condition can occur if an incorrect key is being used when attempting to start the vehicle or if the Theft Deterrent
Module has been replaced and the PCMs password learn function has not been enabled.
P1635
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Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The PCM uses the 5 Volt Reference A circuit as a sensor feed to the following sensors:
- The TP sensor.
- The MAP sensor.
- The EGR Valve Pintle Position sensor.
The PCM monitors the voltage on the 5 Volt Reference A circuit. If the voltage is out of tolerance, the PCM will set DTC P1635.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
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- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. The 5 Volt Reference circuits have multiple PCM pins, be sure to test all components on the 5 Volt Reference A circuits only.
3. The 5 Volt Reference circuits have multiple PCM pins, be sure to test all components on the 5 Volt Reference A circuits only.
9. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P1639
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The PCM uses the 5 Volt Reference B circuit as a sensor feed to the following sensors:
- The A/C Pressure sensor.
- Fuel Tank Pressure (FTP) Sensor
The PCM monitors the voltage on the 5 Volt Reference B circuit. If the voltage is out of tolerance, the PCM will set DTC P1639.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
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- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
2. The 5 Volt Reference circuits have multiple PCM pins, be sure to test all components on the 5 Volt Reference B circuits only.
3. The 5 Volt Reference circuits have multiple PCM pins, be sure to test all components on the 5 Volt Reference B circuits only.
9. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P1689
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Diagnostic Chart (Part 1 Of 2)
Schematic
CIRCUIT DESCRIPTION
The Electronic Brake And Traction Control Module (EBTCM) controls the Pulse Width Modulated (PWM) signal on the desired torque circuit
while monitoring the wheel speed sensors to detect slippage. The Powertrain Control Module (PCM) monitors the PWM signal arid reduces the
engine torque as needed by retarding the ignition timing, decreasing the boost duty cycle, and increasing the air/fuel ratio, or, in severe cases,
shutting OFF up to 3 fuel injectors. The PCM sends a PWM signal to the EBTCM on the delivered torque circuit informing the EBTCM of
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response made to the desired torque signal. A problem with the delivered torque circuit should cause DTC P1689 to set and the Traction Control
System (TCS) to be disabled. An ABS/TCS DTC may also be set. For further ABS/TCS DTC information, refer to Antilock Brake Systems.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and fault terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
2. Normally, ignition feed voltage should be present on the control circuit with the PCM disconnected and the ignition turned ON.
3. Tests for a shorted component or a short to battery positive voltage on the control circuit. Either condition would result in a measured current
of over 500 milliamps. Also tests for a component that is going open while being operated, resulting in a measured current of 0 milliamps.
4. Tests for a short to voltage on the control circuit.
15. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
P1810
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Diagnostic Chart 1 Of 2
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Diagnostic Chart 2 Of 2
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Schematic
If the PCM detects an invalid combination of inputs (LOW/HI/LOW or LOW/LOW/LOW), then DTC P1810 sets. If the PCM detects a gear
range other than the one indicated, then DTC P1810 sets. DTC P1810 is a type B DTC.
Condition 1
The TFP manual valve position switch indicates an invalid switch combination for 60 seconds.
Condition 2
^ No VSS DTC P0502 or P0503.
^ The vehicle speed is less than 16 km/h (10 mph).
^ TFP manual valve position switch indicates REVERSE, D2 or D4 for 7 seconds at engine start up without indicating PARK or
NEUTRAL.
Condition 3
^ No TP sensor DTC P0121, P0122 or P0123.
^ No VSS DTC P0502 or P0503.
^ No AT ISS sensor DTC P0716 or P0717.
^ No 1-2, 3-4 SS valve DTC P0751 or P0753.
^ No 2-3 SS valve DTC P0756 or P0758.
^ The TP angle is greater than 9%.
^ The vehicle speed is more than 8 km/h (5 mph).
^ The engine torque is greater than 70 N.m (50 lb ft) and one of the following conditions occurs:
- The gear ratio indicates REVERSE, D4, D3, D2 or D1 and the TFP manual valve position switch indicates PARK or NEUTRAL for
5 seconds.
- The gear ratio indicates D4, D3, D2 or D1 and the TFP manual valve position switch indicates REVERSE for 7 seconds.
- The gear ratio indicates REVERSE and the TFP manual valve position switch indicates D4, D3, D2 or D1 for 5 seconds.
DIAGNOSTIC AIDS
^ Ensure that the transmission linkage from the select lever to the manual valve is adjusted properly.
^ If a transmission overhaul was performed, ensure that the transmission fluid is at the proper level. A low fluid condition may set this DTC.
^ Inspect the TFP manual valve position switch seals for damage.
^ Inspect the TFP manual valve position switch for debris, or loose rivets.
^ Refer to the Transmission Fluid Temperature (TFT) Sensor Specifications table for the normal range signals and the invalid combinations.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. This step tests the indicated range signal to the manual valve range actually selected.
5. This step tests for correct voltage from the PCM to the transmission 20-way connector.
6. This step tests for a short together between signal circuit A and signal circuits B or C.
P1811
Diagnostic Chart 1 Of 3
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Diagnostic Chart 2 Of 3
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Diagnostic Chart 3 Of 3
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Schematic
If the PCM detects a counter value of two during one trip, then DTC P1811 sets. DTC P1811 is a type C DTC.
DIAGNOSTIC AIDS
^ Ask the customer about possible overloading, exceeding the trailer towing limit or towing in overdrive.
^ Ensure that the PCM has the latest calibration update.
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TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
7. This step inspects components that may cause low line pressure.
9. This step inspects or repairs components that may cause a maximum adapt and long 1-2 upshift.
11. This step inspects or repairs components that may cause a maximum adapt and long 2-3 upshift.
13. This step inspects or repairs components that may cause a maximum adapt and long 3-4 upshift.
P1814
Diagnostic Chart
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Schematic
If the PCM detects an unusually high throttle angle and low vehicle speed when the transmission is in DRIVE or REVERSE, then DTC P1814
sets. DTC P1814 is a type C DTC.
DIAGNOSTIC AIDS
A simultaneous acceleration and application of the brakes may cause DTC P1814 to occur.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. This step inspects the Failure Records for DTC P1814 occurrences.
4. This step replaces the fluid and the filter. If DTC P1814 occurs more than once in the Failure Records, severe TCC damage may have
occurred.
P1860
Diagnostic Chart 1 Of 3
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Diagnostic Chart 2 Of 3
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Diagnostic Chart 3 Of 3
Schematic
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Circuit Description with 4T65-E Automatic Transaxle
Ignition voltage is provided to the Torque Converter Clutch Pulse Width Modulation (TCC PWM) solenoid valve. The PCM controls the
solenoid with a negative duty cycle in order to control application and release of the TCC. When the solenoid is commanded OFF, the PCM
senses high voltage. When the solenoid is commanded ON, the PCM senses low voltage.
DTC P1860 sets if the PCM detects a voltage that is outside of the calibration limits. DTC P1860 is a type B DTC.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. A short to ground in the power feed circuit to the solenoid ahead of the splice would open the fuse and set DTCs for other solenoids on the
same circuit. An open in the same circuit would not open the fuse but would set the other DTCs.
P1887
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Diagnostic Chart 1 Of 2
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Diagnostic Chart 2 Of 2
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Schematic
The switch signals the PCM that the TCC is released. This is accomplished by torque converter release fluid pressure acting on the switch contact
which opens the circuit. When the circuit voltage is high, the PCM recognizes that the TCC is no longer engaged.
If the PCM determines that the TCC release switch is open (indicating that the TCC is not applied) and the TCC slip speed indicates that the TCC
is applied, then DTC P1887 sets. DTC P1887 is a type B DTC.
The TCC release pressure switch is open (indicating release pressure present) for 6 seconds continuous.
DIAGNOSTIC AIDS
^ Inspect the connectors at the controller, the component and all other circuit connecting points for an intermittent condition. Refer to Testing
for Intermittent and Poor Connections in Diagrams.
^ Inspect the circuit wiring for an intermittent condition. Refer to Testing for Electrical Intermittents in Diagrams.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
3. This step tests the PCMs ability to recognize a grounded circuit.
4. A short to ground in this circuit would set DTC P0742.
5. A short to ground in this circuit would set DTC P0742
A Important Preliminary Checks
Before using the Symptom tables, perform the following procedures:
- Perform the A Powertrain On Board Diagnostic (OBD) System Check and verify all of the following items:
- The PCM and Malfunction Indicator Lamp (MIL) are operating correctly.
- DTCs are not stored.
- The scan tool data is within normal operating range. Refer to Scan Tool Data List.
- Verify the customer complaint.
- Perform the Visual/Physical Check. See: Initial Inspection and Diagnostic Overview
- Locate the correct symptom in the list at the end of this section. Follow the procedures in the appropriate diagnostic table. If the problem can
not be duplicated, refer to Intermittent Conditions. See: Initial Inspection and Diagnostic Overview/Diagnostic Strategies/Intermittent
Conditions
Backfire (Part 1 Of 3)
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Backfire (Part 2 Of 3)
Backfire (Part 3 Of 3)
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Dieseling, Run-On
Diagnostic Chart
CIRCUIT DESCRIPTION
When the ignition switch is first turned ON, the PCM energizes the fuel pump relay which applies power to the in-tank fuel pump. The fuel
pump relay will remain on as long as the engine is running or cranking and the PCM is receiving 3X reference pulses. If no 3X reference pulses
are present, the PCM de-energizes the fuel pump relay within 2 seconds after the ignition is turned ON, or the engine is stopped.
During cranking, the ignition control module monitors the 7X crankshaft position sensor input for recognition of the sync signal. The sync signal
is used to determine the correct cylinder pair to spark first. After the sync signal has been processed by the ignition control module, it sends a 3X
reference signal to the PCM. When the PCM receives this signal it will command all six injectors to open for one priming shot of fuel in all
cylinders. After the priming, the injectors are left off for the next six 3X reference signals from the ignition control module (two crankshaft
revolutions). This allows each cylinder to use the fuel from the priming shot. During this waiting period, a cam signal will have been received by
the PCM. After the true camshaft position is detected, the PCM operates the injectors sequentially. However, if the cam signal is not present at
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start-up, DTC P0341 Camshaft Position (CMP) Sensor Performance will set and the PCM will start sequential fuel delivery in random pattern
with a 1 in 6 chance that fuel delivery is correct.
The sync signal is used only by the ignition control module. It is used for spark synchronization at start-up only (not passed to the PCM).
DIAGNOSTIC AIDS
Inspect for the following:
- Mass Air Flow is compared to a calculated Mass Air Flow based upon the MAP, TP, and engine RPM readings (speed density). A
Skewed/unresponsive MAP sensor at KEY on will cause the predicted air flow value to be inaccurate. Compare MAP and TP sensor value to
that of a known good vehicle.
- Faulty Engine Coolant Temperature Sensor. Using a scan tool, compare Engine Coolant Temperature with Intake Air Temperature on a
completely cool engine. Engine Coolant Temperature should be within 10°C of Intake Air Temperature. If not, replace the ECT sensor.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the Diagnostic Table:
5. Testing for spark at an ignition wire will determine if the problem is with the 7X crankshaft position sensor input to the IC Module. By using
J 26792 Spark Tester to test for spark at the ignition coil towers, each ignition coils ability to produce at least 25,000 volts is verified.
6. A blinking J 34730-380 Injector Load Tester LEDs verifies that the PCM is capable of activating the injectors.
A non-blinking J 34730-380 Injector Load Tester LEDs indicates a possible fault condition in the fuel injector circuits.
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Hesitation,Sag,Stumble (Part 2 Of 2)
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Perform a careful visual/physical check of the PCM and engine grounds for being clean and tight. Refer to Visual/Physical Check in Symptoms.
See: Initial Inspection and Diagnostic Overview
A Powertrain On Board Diagnostic (OBD) System Check is an organized approach to identifying a problem created by an electronic engine
control system malfunction.
The Powertrain Control Module (PCM) controls the MIL by providing a ground path through the MIL control circuit to turn on the MIL. When
the ignition is turned on, the MIL will remain on until the engine is running, if no Diagnostic Trouble Codes (DTC) are stored. If the MIL is
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illuminated, then the engine stalls, the MIL will remain illuminated so long as the ignition switch is on. DTC P0650 Malfunction Indicator Lamp
(MIL) Control Circuit set suggests a malfunction in the MIL driver circuit.
Schematic
CIRCUIT DESCRIPTION
There should be a steady MIL with the ignition ON and the engine not running. Ignition feed voltage is supplied directly to the MIL. The
Powertrain Control Module (PCM) turns the MIL ON by grounding the MIL control circuit. No MIL with the key ON, engine not running and
the MIL DTC set suggests an open in the MIL control circuit.
MIL OPERATION
The Malfunction Indicator Lamp (MIL) is located on the instrument panel and is displayed as CHECK ENGINE lamp.
MIL FUNCTION
- The MIL informs the driver that a malfunction has occurred and the vehicle should be taken in for service as soon as possible
- The MIL illuminates during a bulb test and a system test
- A DTC will be stored if a MIL is requested by the diagnostic
MIL ILLUMINATION
- The MIL will illuminate with ignition switch ON and the engine not running
- The MIL will turn OFF when the engine is started
- The MIL will remain ON if the self-diagnostic system has detected a malfunction
- The MIL may turn OFF if the malfunction is not present
- If the MIL is illuminated and then the engine stalls, the MIL will remain illuminated so long as the ignition switch is ON.
- If the MIL is not illuminated and the engine stalls, the MIL will not illuminate until the ignition switch is cycled OFF, then ON.
DIAGNOSTIC AIDS
Inspect the following items:
- If the engine runs OK, inspect for a malfunctioning MIL, an open in the MIL control circuit, or an open in the instrument cluster ignition
teed.
- If the engine cranks but will not run, inspect for an open PCM ignition or battery feed or a faulty PCM to engine ground.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
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fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
The numbers below refer to the step numbers on the diagnostic table:
2. A no MIL condition accompanied by a no start condition suggests a faulty PCM ignition feed or battery feed circuit.
9. Using a test lamp connected to battery positive voltage, probe each of the PCM ground terminals to ensure that a good ground is present.
16. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
Surges/Chuggles 1 Of 2
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Surges/Chuggles (Part 2 Of 2)
The problems may be due to fuel system corrosion and subsequent fuel filter plugging, deterioration of rubber components, and/or air-fuel mixture
leaning.
Various types and concentrations of alcohol are used in commercial fuel. Some alcohol is more detrimental to fuel system components than others.
If an excessive amount of alcohol in the fuel is suspected as the cause of a driveability condition.
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
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may be somewhat more because this procedure does not extract all of the alcohol from the fuel.
Particulate contamination will show up in various shapes and colors, such as sand will typically be identified by a white or light brown crystals,
rubber particles typically as black and irregular. Any particles that do show up regardless of color or shape are not acceptable, and the entire fuel
system should be thoroughly cleaned.
Functional Check
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 slugging 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. Use the following procedure:
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 feel for a vacuum. If there is no vacuum at the valve, inspect the following items:
- The 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.
Diagnostic Chart
CIRCUIT DESCRIPTION
Power for the fan motors is supplied through the Cool Fan 1 Maxi Fuse(R) 30A and the Cool Fan 2 Maxi Fuse(R) 30A in the Underhood
Accessory Wiring Junction Block. The cooling fan relays are energized when current flows from the 2 Maxifuses(R) through the relay coils to
ground through the powertrain control module (PCM). The Cool Fan 1 Relay Control Circuit is grounded for low speed fans operation. The
Cool Fan 1 Relay Control Circuit and the Cool Fan 2 Relay Control Circuit are both grounded for high speed fans operation.
During low speed fans operation the PCM supplies a ground path for the Cool Fan 1 Relay. This closes the Cool Fan 1 Relay contacts, allowing
current to flow from the Underhood Accessory Wiring Junction Block through the relay contacts to the Engine Coolant Fan Motor 1 RH. During
low speed operation, the ground path for the Engine Coolant Fan Motor 1 RH is through the Coolant Fan 1 Relay and the Engine Coolant Fan
Motor 2 LH. The result is a series circuit with both cooling fans running at low speed. During high speed cooling fan operation the PCM supplies
a ground path for the Cool Fan 1 Relay. The PCM also supplies a ground path for the Cool Fan Relay and the Cool Fan 2 Relay. This closes all 3
cooling fan relays. During high speed fans operation, both the Engine Coolant Fan Motor 1 RH and the Engine Coolant Fan Motor 2 LH are
supplied current from the Underhood Accessory wiring Junction Block and each cooling fan has its own ground path.
TEST DESCRIPTION
The numbers below refer to numbers on the diagnostic table:
2. The PCM will enable the engine cooling fans when certain Diagnostic Trouble Codes are set. Go to applicable DTC Table first before
proceeding with this table. See: Diagnostic Trouble Code Tests and Associated Procedures
3. Allow engine coolant temperature to cool below 100°C (212°F) before proceeding with diagnosis.
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Refer to Engine Controls Schematics Ignition System, Knock Sensor. See: Diagrams/Electrical Diagrams
CIRCUIT DESCRIPTION
During cranking, the IC Module monitors the 7X CKP sensor input for recognition of the sync signal. The sync signal is used only by the IC
Module for synchronization at start-up to determine the correct cylinder pair to spark. Once the engine speed reaches approximately 600 RPM
the PCM sends 5.0 V to the bypass control circuit at the IC Control Module causing the IC control circuit to become ungrounded allowing the
24X signal to be used for better low engine speed performance. At higher engine speeds (1650+) the PCM uses the 3X reference pulses to
control ignition timing because a higher resolution signal is not needed.
Conventional ignition coils have one end of the secondary winding connected to the engine ground. In this ignition system, neither end of the
secondary winding is grounded. Instead, each end of a coil's secondary winding is attached to a spark plug. Each cylinder is paired with the
cylinder that is opposite it (1-4, 2-5, 3-6). These two plugs are on companion cylinders, i.e., on top dead center at the same time. When the coil
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discharges, both plugs fire at the same time to complete the series circuit. The cylinder on compression is said to be the event cylinder and the
one on exhaust is the waste cylinder. The cylinder on the exhaust stroke requires very little of the available energy to fire the spark plug. The
remaining energy will be used as required by the cylinder on the compression stroke. The same process is repeated when the cylinders reverse
roles. This method of ignition is called a waste spark ignition system.
This table assumes there are no Ignition System, Fuel Injector, Cam Sensor, or Crank Sensor DTC's present. The Electronic Ignition System
Check tests for faulty ignition coils, spark plugs, plug wires, the 7X Crank Sensor, and IC Module. This table requires the J 26792 Spark Tester.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table:
2. It is necessary to disconnect the 24X Crank Sensor to ensure that the 7X signal is being read in the 3X reference parameter on the scan tool.
3. The J 26792 spark tester presents a more difficult load on the secondary ignition than a normal spark plug. If a miss, stumble, or hesitation is
being caused by a spark plug not firing, the spark tester should also not fire.
4. Use a 5% saltwater solution in a spray bottle to induce voltage arching to ground through faulty insulation of spark plug wires.
6. If the no spark condition follows the suspected coil, that coil is faulty. Otherwise, the ignition module is the cause of no spark. This test could
also be performed by substituting a known good coil for the one causing the no spark condition.
Diagnostic Chart
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Schematic
CIRCUIT DESCRIPTION
The Engine Oil Level (EOL) switch is a simple float switch that is grounded when the engine oil level is OK. The PCM tests the EOL switch
circuit at start-up. Before checking the state of the EOL switch, the PCM performs a test routine based on time and Engine Coolant Temperature
(ECT) to ensure that the engine oil has drained back into the sump. To test for low oil level at start-up, one of the following conditions must be
present:
- The ECT must be more than 15°C (59°F)
- The ECT at key ON must be at least 12°C (22°F) cooler than the ECT at the last key OFF.
The low oil level lamp will be illuminated for about a minute when the PCM tests for low oil level and the EOL switch indicates that a low oil
level condition exists (EOL switch circuit not grounded). When the ignition is first turned ON, the IP Cluster commands the low oil level lamp
ON for a brief period of time to test the bulb.
DIAGNOSTIC AIDS
Inspect for the following conditions:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table:
11. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM
is being replaced, the new PCM must be programmed.
12. For the PCM to test engine oil level, start-up ECT must be at least 12°C (22°F) cooler than the ECT was last time the ignition was turned off.
Allowing the engine to warm and then cool ensures that the PCM tests the engine oil level switch and that the information displayed on the
scan tool is current.
Diagnostic Chart
Refer to Engine Controls Schematic IAC, Engine Oil Level, Engine Oil Pressure, EGR, EVAP vent. See: Diagrams/Electrical Diagrams
CIRCUIT DESCRIPTION
The PCM applies battery voltage through a pull up resistor to the Engine Oil Pressure Switch circuit. The PCM monitors the applied voltage on
the Engine Oil Pressure Switch circuit. If the ignition switch is turned ON with the engine not running or engine oil pressure is below 35 kPa (5
psi), the Engine Oil Pressure switch grounds the PCM voltage input. The PCM sends the engine oil pressure information via Class II serial data
to the Instrument Panel (IP) Cluster. The IP Cluster controls the Engine Oil Pressure Indicator.
DIAGNOSTIC AIDS
Inspect the following:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
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fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
Refer to Emission Hose Routing Diagram, EVAP SYSTEM OVERVIEW.See: Emission Control Systems
SYSTEM DESCRIPTION
The EVAP canister purge valve allows manifold vacuum to purge the canister. The Powertrain Control Module (PCM) supplies a Ground to
energize the purge valve (purge ON). The EVAP purge valve control is Pulse Width Modulated (PWM) or Turned ON and OFF several times a
second. The duty cycle (pulse width) is determined by engine operating conditions including load, throttle position, coolant temperature and
ambient temperature. The duty cycle is calculated by the PCM and the output is commanded when the appropriate conditions have been met.
The EVAP Vent valve is used to seal the EVAP system during diagnostic tests. The fuel tank pressure sensor is used to monitor vacuum in the
system during the diagnostic tests.
A stuck closed EVAP canister purge valve, Stuck open EVAP vent valve, disconnected or damaged EVAP Purge line or vent hose, leaking fuel
cap, or fill neck should set a DTC P0440. A small leak in the EVAP system should set a DTC P0442. An EVAP vent valve stuck closed, a
restricted vent hose, or a blocked EVAP canister should set a DTC P0446.A continuous purge condition with no purge commanded by the PCM
(EVAP purge valve stuck open or leaking) should set a DTC P1441. Refer to the DTC tables for further diagnostic procedures regarding the
EVAP system. See: Diagnostic Trouble Code Tests and Associated Procedures
DIAGNOSTIC AIDS
Check for the following conditions:
- Cracked or punctured EVAP canister.
- Damaged or disconnected source vacuum line, EVAP purge line, vent hose or fuel tank vapor line.
- Poor connection at the PCM.
- Inspect harness connectors for backed out terminals, improper mating, broken locks, improperly formed or damaged terminals, and poor
terminal to wire connection.
- Damaged harness. Inspect the wiring harness to the EVAP vent valve, the EVAP purge valve, and the fuel tank pressure sensor for an
intermittent open or short circuit.
- Kinked, pinched or plugged vacuum source, EVAP purge, or fuel tank vapor line. Verify that the lines are not restricted.
- Carbon being released into the system.
CIRCUIT DESCRIPTION
The scan tool first energizes the fuel pump and then the 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
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 gauge. Place the towel in an approved container when
the connection of the fuel pressure gauge is complete.
3. The engine coolant temperature must be below the operating temperature in order to avoid irregular fuel pressure readings due to hot soak
fuel boiling.
4. The fuel pressure should be within the specified range. If the fuel pressure is not within the specified range.
5. The fuel pressure should reach a steady value. If the fuel pressure does not reach a steady value.
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
properly. Calculate the pressure drop value for each fuel injector by subtracting the second pressure reading from the first pressure reading.
TEST DESCRIPTION
Numbers below refer to the step numbers on the diagnostic table.
3. The engine coolant temperature must be below the operating temperature in order to avoid irregular fuel pressure readings due to Hot Soak
fuel boiling.
4. Tests the ability to achieve a specified fuel pressure range.
5. Tests the ability to maintain a steady fuel pressure value.
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
properly. Calculate the pressure drop value for each fuel injector by subtracting the second pressure reading from the first pressure reading.
Refer to the Injector Balance Test Example.
Diagnostic Chart
Example
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) controls the fuel injector control circuit using a Multi Function Driver (MFD). Power is supplied from
the injector fuse to the injector and is grounded by the PCM. The MFD controls the injector ground, allowing fuel flow to pulse.
DIAGNOSTIC AIDS
Test the engine fuel injection harness for the following conditions:
- Poor Terminal Connection.
Inspect the harness connectors for backed out terminals, improper mating, broken locks improperly formed or damaged terminals and faulty
terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to Testing for Intermittent and Poor
Connections and Connector Repairs in Diagrams.
- Damaged harness.
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Inspect the wiring harness for damage. Refer to Wiring Repairs in Diagrams.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table.
2. The engine coolant temperature affects the resistance in the fuel injector and the ability of the fuel injector tester to detect a faulty fuel
injector. If the engine coolant temperature is between the specified value, go to Fuel Injection Coil Test - ECT Outside 10°C-35°C. See:
Component Tests and General Diagnostics/Fuel Injector Coil Test/ECT Outside 10-35 Degrees C (50-95 Degrees F)
3. The first second of the voltage displayed by the Digital Multimeter (DMM) may be inaccurate due to the initial current surge. Therefore,
record the lowest voltage displayed by the DMM after the first second. The voltage displayed by the DMM should be within the specified
value (refer to the Example). The voltage displayed by the DMM may increase throughout the test as the fuel injectors windings warm and
the resistance changes. An erratic reading indicates an intermittent connection within the fuel injector and the fuel injector must be replaced.
A fuel injector outside the specified value is considered faulty and must be replaced.
Diagnostic Chart
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Example
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) controls the fuel injector control circuit using a Multi Function Driver (MFD). Power is supplied by the
injector fuse to the injector and is grounded by the PCM. The MFD controls the injector ground, allowing fuel flow to pulse.
DIAGNOSTIC AIDS
Test the engine fuel injection harness for the following conditions:
- Poor terminal connection.
Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or damaged and faulty terminal
to wire connections. Use a corresponding mating terminal to test for proper tension. Refer to Testing for Intermittent and Poor Connections
and Connector Repairs in Diagrams.
- Damaged harness.
Inspect the wiring harness for damage. Refer to Wiring Repairs in Diagrams.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table.
2. The engine coolant temperature affects the resistance in the fuel injector and the ability of the fuel injector tester to detect a faulty fuel
injector. If the engine coolant temperature is between the specified value, go to Fuel Injection Coil Test - ECT Between 10°C-35°C. See:
Component Tests and General Diagnostics/Fuel Injector Coil Test/ECT Between 10-35 Degrees C (50-95 Degrees F)
3. The first second of the voltage displayed by the Digital Multimeter (DMM) may be inaccurate due to the initial current surge. Therefore,
record the lowest voltage displayed by the DMM after the first second. The voltage displayed by the DMM may increase throughout the test
as the fuel injector windings warm and the resistance of the fuel injector windings change. An erratic voltage reading (large fluctuations in
voltage that does not stabilize indicates an intermittent connection within the fuel injector. From the voltages recorded, identify the highest
voltage, excluding any voltages above 9.5 volts. A fuel injector with a recorded voltage above 9.5 volts is also considered faulty and must be
replaced.
4. Subtract each voltage from the highest recorded voltage below 9.5 volts. Record each subtracted value (refer to the Example). The subtracted
value for any fuel injector must not exceed 0.6 volt. A fuel injector with a subtracted value that is greater than the specified value is
considered faulty and must be replaced.
Schematic
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CIRCUIT DESCRIPTION
When the ignition switch is first turned on, the PCM energizes the fuel pump relay which applies power to the in-tank fuel pump. The fuel pump
relay will remain on as long as the engine is running or cranking and the PCM is receiving reference pulses. If no reference pulses are present,
the PCM de-energizes the fuel pump relay within 2 seconds after the ignition is turned on or the engine is stopped.
The fuel pump delivers fuel to the fuel rail and injectors, then to the fuel pressure regulator. The fuel pressure regulator controls fuel pressure by
allowing excess fuel to be returned to the fuel tank.
DIAGNOSTIC AIDS
Inspect for the following:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the Diagnostic Table:
2. Command both the ON and OFF states. Repeat the commands as necessary.
3. This step determines if the condition is located on the coil side or the switch side of the circuit.
4. This step verifies that the PCM is providing voltage to the fuel pump relay.
5. This step tests for an open in the fuel pump relay ground circuit.
6. This step determines if a voltage is constantly being applied to the fuel pump relay.
12. This tests for a grounded circuit between the in-line connector and the fuel pump fuse.
15. This step jumps the fuel pump relay in order to activate the fuel pump.
16. This step tests for an open in the fuel pump feed circuit between the in-line connector and the fuel pump relay.
17. This step tests for an open or high resistance in the fuel pump ground circuit.
20. This step determines if the condition with the circuit is intermittent. If the fuse does not open, inspect the supply voltage circuit between the
fuse and the fuel pump for an intermittent condition.
Diagnostic Chart
SYSTEM DESCRIPTION
The fuel pump fuse provides system voltage to the fuel pump relay. The PCM grounds the Fuel Pump Relay control circuit to energize the fuel
pump relay. When the ignition is turned ON, the PCM commands the fuel pump relay ON for at least 2 seconds, voltage is applied to the electric
fuel pump and will continue to energizes the fuel pump after the PCM receives 3X reference pulses. The fuel pump is an electric pump and is
part of the Modular Fuel Sender Assembly. The fuel pump supplies fuel through an in-line fuel filter, fuel rail assembly to the fuel injectors. A
fuel pressure regulator, attached to the fuel rail assembly, maintains a regulated fuel pressure for correct operation of the fuel injectors. Any
unused fuel is then returned to the fuel tank by a separate fuel return pipe.
SYSTEM DESCRIPTION
Proper fuel pressure is necessary to maintain efficient engine operation and emission levels, if fuel pressure is not within specifications vehicle
drivability may be affected or emission levels elevated.
TEST DESCRIPTION
Numbers below refer to the step numbers on the Diagnostic Table.
2. Tests the fuel systems ability to achieve a specific fuel pressure range. It may be necessary to cycle the fuel pump several times to achieve the
pressure range.
6. A fuel system that drops more than 5 psi in 10 minutes has a leak in one or more areas.
8. Tests the fuel systems ability to maintain a specific fuel pressure. It may be necessary to cycle the fuel pump several times to achieve the
pressure range.
9. Fuel pressure that drops-off during acceleration, cruise, or hard cornering may cause a lean condition. A lean condition can cause a loss of
power, surging, or misfire and may be diagnosed using a scan tool. If an extremely lean condition occurs, the oxygen sensors may drop
below 500 mV and the fuel injector pulse width will increase.
13. When the engine is at idle, the manifold pressure is low (high vacuum). This low pressure (high vacuum) is applied to the fuel pressure
regulator diaphragm, the result is lower fuel pressure. The fuel pressure at idle will vary slightly as the pressure changes, but the fuel pressure
at idle should always be less than the fuel pressure noted in Step 2 with the engine OFF.
14. This test determines if the high fuel pressure is due to a restricted fuel return pipe or fuel pressure regulator. A rich condition may cause a
DTC P0132 or DTC P0172 to set. Driveability conditions associated with rich conditions can include hard starting (followed by black
smoke) and a strong sulfur smell in the exhaust.
IMPORTANT: It may be necessary to partially lower the fuel tank to inspect the top of the fuel tank and fuel sender assembly O-ring. Refer to
Fuel Tank Replacement.
6. With the J 41416 ultrasonic leak detector, test for leaks in the fuel tank and EVAP pipes.
7. Visually inspect for fuel leaking from the fuel tank.
8. If a leak is detected refer to the following component replacements:
- Fuel tank leak, refer to Fuel Tank Replacement.
- Fuel sender O-ring or fuel sender leak, refer to Fuel Sender Assembly Replacement.
- Fuel or EVAP pipe leak, refer to Fuel Hose/Pipes Replacement (Filter to Tank) in Fuel Supply Line or Fuel Return Line.
Schematic
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) controls the engine idle speed by adjusting the position of the Idle Air Control (IAC) motor pintle. The
IAC is a bi-directional motor driven by 2 coils. The PCM pulses current to the IAC coils in steps (counts) in order to extend the IAC pintle into a
passage in the throttle body and decrease air flow. The PCM reverses the current pulses in order to retract the pintle and increase air flow. This
method allows highly accurate control of the idle speed and quick response to changes in engine load.
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Inspect the wiring harness for damage.
- A restricted air intake system. Inspect for a collapsed air intake duct, a restricted air filter element, or foreign objects blocking the air intake
system.
- The throttle body. Inspect for objects blocking the IAC passage or the throttle bore, excessive deposits in the IAC passage and on the IAC
pintle, and excessive deposits in the throttle bore and on the throttle plate.
Inspect for a sticking throttle plate. Also inspect the IAC passage for deposits or objects which do not allow the IAC pintle to fully extend.
- A vacuum leak - Inspect for conditions that cause vacuum leaks, such as:
- Disconnected or damaged hoses
- Leaks at the EGR valve and at the EGR pipe to the intake manifold
- Leaks at the throttle body
- A faulty or incorrectly installed PCV valve
- Leaks at intake manifold
- The brake booster hose disconnected, etc.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
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- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refers to the step number on the Diagnostic Table:
11. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read-only Memory (EEPROM). When the PCM
is replaced, the new PCM must be programmed.
Schematic
CIRCUIT DESCRIPTION
The Manifold Absolute Pressure (MAP) sensor responds to changes in intake manifold pressure (vacuum). The MAP sensor signal voltage to the
PCM varies from below 2.0 volts at idle (high vacuum) to above 4 volts with the key ON, engine not running or at wide-open throttle (low
vacuum). The MAP sensor is used to determine manifold pressure changes while the EGR flow test diagnostic is being run, refer to DTC P0401
Exhaust Gas Recirculation (EGR) Flow Insufficient. Also to update the barometric pressure reading (BARO), and as a enabling factor for other
diagnostics. The PCM monitors the MAP signals for voltages outside the normal range of the MAP sensor. If the PCM detects a MAP signal
voltage that is excessively high, refer to DTC P0108 Manifold Absolute Pressure (MAP) Sensor Circuit High Voltage will be set. See:
Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0108
If the PCM detects a MAP signal voltage that is excessively low, refer to DTC P0107 Manifold Absolute Pressure (MAP) Sensor Circuit Low
Voltage will be set. See: Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0107
DIAGNOSTIC AIDS
Inspect for the following conditions:
- Monitor the MAP sensor using a scan tool. If the MAP sensor does not respond to throttle changes, inspect the 3X reference circuits from the
ignition control module to the PCM.
If the 3X reference signal is lost the PCM will only update the MAP sensor reading once per key cycle, when the engine is first started.
Depending on where the MAP sensor voltage (high voltage or low voltage) is when the engine is started, the high or low voltage MAP sensor
DTCs will set.
- Inspect for kinked and damaged vacuum hoses, ensure that a good vacuum source is available. Refer to Emission Hose Routing Diagram.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
Refer to following:
Engine Controls Schematics 5 Volt Reference B Ckt. See: Diagrams/Electrical Diagrams
Compressor Schematic in HVAC - Manual. See: Heating and Air Conditioning/Diagrams/Electrical Diagrams
CIRCUIT DESCRIPTION
When A/C is selected through the A/C controller a signal is supplied to the PCM through a 12 volt A/C request circuit to the PCM. The PCM
monitors the A/C refrigerant pressure. If the A/C refrigerant pressure, and engine operating conditions are within a specific calibrated acceptable
ranges the PCM will enable the A/C Relay. This is accomplished by providing a ground path for the A/C Relay coil within the PCM. When the
A/C compressor relay is enabled battery positive voltage is supplied to the compressor clutch coil.
The PCM will enable the A/C compressor clutch whenever the engine is running and the A/C has been requested, unless any of the following
conditions are met:
- Throttle more than 96 percent.
- A/C pressure sensor more than 440 psi (4.6 volts) or less than 36 psi (0.35 volt) (as determined by the A/C pressure sensor)
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- Ignition voltage below 10.0 volts
- Engine speed more than 4700 RPM
- ECT more than 124°C (2557°F)
- IAT less than 5°C (41°F)
- An open or a short to ground in the 12 Volt A/C request circuit
DIAGNOSTIC AIDS
Inspect for the following:
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
Refer to Engine Controls Schematic Power, Ground, MIL, DLC, Transaxle Range Sw. See: Diagrams/Electrical Diagrams
Refer to Starting and Charging, Starter Schematics in Starting and Charging. See: Starting and Charging
CIRCUIT DESCRIPTION
The Ignition Switch provides ignition positive voltage to the PCM while in the Crank position. When the PCM receives the Crank signal, it then
determines if the Theft Deterrent Fuel Enable Signal is correct and received in time. If the signal is accepted then the PCM provides a ground
path for the Crank Relay Control Circuit, which closes the Crank Relay contacts and provides battery positive voltage to the Starter Solenoid.
The PCM has the ability to disable the Crank Relay if a short to ignition or battery positive voltage is evident on the Crank Signal circuit, or if
the Ignition Switch is left in the crank position for an extended period of time (approximately 5-8 seconds) with the engine running. The Crank
Relay will also be disabled if the engine is running, a correct theft deterrent password is not received or if the vehicle is started while not in
Park/Neutral position.
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DIAGNOSTIC AIDS
The Crank Relay Functional test is intended to identify electrical malfunctions that can occur with the PCM Control Starter System. For
additional system diagnosis, refer to A Diagnostic System Check - Starting and Charging in Starting and Charging.
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to step numbers in the diagnostic table:
IMPORTANT: The Starter is capable of engaging with the ignition OFF, or while in gear.
3. This test determines if the Starter is cranking with the ignition OFF.
4. If the Crank Signal circuit is shorted to battery or ignition positive voltage and the ignition is on the Crank Relay will be commanded ON at
ignition power up, and will be disabled after the engine is running.
Diagnostic Chart 2 Of 2
Refer to Engine Controls Schematic Power, Ground, MIL, DLC, Transaxle Range Sw. See: Diagrams
CIRCUIT DESCRIPTION
The Crank Relay Functional Test should be the starting point to determine which diagnosis to perform based on the symptom of the starting
system. This diagnosis determines if the Crank Relay or the starter solenoid feed circuit is operating properly.
DIAGNOSTIC AIDS
For additional system diagnosis, refer to A Diagnostic System Check Starting and Charging. See: Starting and Charging/Testing and Inspection
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
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- PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to step numbers in the diagnostic table:
IMPORTANT: The Starter is capable of engaging with the ignition OFF, or while in gear.
3. This test determines if the Starter is cranking with the Crank Relay disconnected, and the ignition OFF.
Refer to Engine Controls Schematic Power, Ground, MIL, DLC, Transaxle Range Sw. See: Diagrams/Electrical Diagrams
Refer to Starting and Charging, Starter Schematics in Starting and Charging. See: Starting and Charging
CIRCUIT DESCRIPTION
The Crank Relay Functional Test should be the starting point to determine which diagnosis to perform based on the symptom of the starting
system. This diagnosis determines if the Crank Signal circuit is operating properly
DIAGNOSTIC AIDS
For additional system diagnosis, refer to A Diagnostic System Check Starting and Charging. See: Starting and Charging
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
Numbers below refer to step numbers in the diagnostic table:
2. This test assumes the ignition switch is operating properly.
Refer to Engine Controls Schematic Power, Ground, MIL, DLC, Transaxle Range Sw. See: Diagrams/Electrical Diagrams
Refer to Starting and Charging, Starter Schematics in Starting and Charging. See: Starting and Charging
CIRCUIT DESCRIPTION
The Crank Relay Functional Test should be the starting point to determine which diagnosis to perform based on the symptom of the starting
system. This diagnosis determines it the Crank Relay Control circuit or the Starter Solenoid feed circuit is operating properly.
DIAGNOSTIC AIDS
For additional system diagnosis, refer to A Diagnostic System Check Starting and Charging. See: Starting and Charging
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
Refer to Engine Controls Schematic Power, Ground, MIL, DLC, Transaxle Range Sw. See: Diagrams/Electrical Diagrams
Refer to Starting and Charging, Starter Schematics in Starting and Charging. See: Starting and Charging
CIRCUIT DESCRIPTION
The Crank Relay Functional Test should be the starting point to determine which diagnosis to perform based on the symptom of the starting
system. This diagnosis determines if the Crank Signal circuit, Crank Relay, Crank Relay feed circuit, or the Starter Solenoid feed circuit is
operating properly.
DIAGNOSTIC AIDS
For additional system diagnosis, refer to A Diagnostic System Check Starting and Charging. See: Starting and Charging
IMPORTANT: Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing
or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
- Poor terminal connection-Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or
damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension. Refer to
Diagrams.
- Damaged harness-Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan
tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the
fault. Refer to Diagrams.
- PCM and engine grounds for clean and secure connections
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If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
The Engine Scan Tool Data List contains all of the engine related parameters that are available on the scan tool. The list is arranged in alphabetical
order. A given parameter may appear in any one of the data lists, and, in some cases, may appear more than once or in more than one data list in
order to group certain related parameters together.
Use the Engine Scan Tool Data List only after the following are determined:
- The Powertrain On-Board Diagnostic System Check is completed.
- No Diagnostic Trouble Codes (DTCs) are present.
- The on-board diagnostics are functioning properly.
Scan tool values from a properly running engine may be used for comparison with the engine you are diagnosing. The Engine Scan Tool Data List
represents values that would be seen from a normally running engine.
IMPORTANT: A scan tool that displays faulty data should not be used. Any scan tool concern should be reported to the manufacturer. Use of a
faulty scan tool can result in misdiagnosis and unnecessary parts replacement.
Only the parameters listed below are referenced for use in diagnosis. If all values are within the typical range described below, refer to Symptoms
for diagnosis.
The column labeled Data List indicates where a parameter can be located on the scan tool. Refer to the scan tool operating manual for the exact
locations of the data lists. The following is a description of each term listed:
A/C Relay
Scan Tool Displays OK, Fault or Invalid State. These parameters describe the condition of the control circuit.
A/C Request
Scan Tool Displays YES or NO. Indicates the state of the A/C request input circuit from the HVAC controls. The PCM uses the A/C request signal
to determine whether A/C compressor operation is being requested.
AIR Solenoid
Scan Tool Displays OK/Fault/Invalid State in ODD and AIR. Scan Tool Displays On/Off in Eng1 ,HO2S,AIR. These parameters describe the
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condition of the control circuit.
Abuse Management
Scan Tool Displays Active or Inactive. Active indicates the PCM is commanding protection against abnormal driveline conditions. For further
information refer to Automatic Transaxle Diagnosis.
Actual EGR Position
Scan Tool Displays 0-100 percent. Represents the actual position of the EGR pintle in percent. 0 percent displayed indicates a fully extended
pintle (EGR valve closed).
Air Active Test Air Injection
Scan Tool Displays Yes or No in AIR. The AIR Active Test has the PCM turn on the Air Pump specifically for diagnostic purposes.
Air Active Test Inhibit
Scan Tool Displays Yes or No in AIR.
Air Diagnostic Complete
Scan Tool Displays Yes or No in AIR. When all the passive and active tests have been completed.
Air Passive Test In Progress
Scan Tool Displays Yes or No in AIR. Displays the AIR Passive Tests are in progress.
Air Passive Test Inhibit
Scan Tool Displays Yes or No in AIR.
Air Passive Test Passed
Scan Tool Displays Yes or No in AIR. Indicates that both AIR Passive Test 1 and 2 have passed and no further action is needed.
Air Passive Test 1 Passed
Scan Tool Displays Yes or No in AIR. AIR Passive Test 1 is being performed during regular AIR Pump operation. When Test 1 is passed, the
diagnostic will proceed to AIR Passive Test 2.
Air Passive Test 2 Fail
Scan Tool Displays Yes or No in AIR. If either AIR Passive Test 1 or 2 fails or is inconclusive, the diagnostic will proceed to the AIR Active Test.
Air Pump Relay
Scan Tool Displays OK/Fault/Invalid State in ODD. Scan Tool Displays On/Off in Eng1,AIR,HO2S. These parameters describe the condition of
the control circuit.
Air/fuel Ratio
Scan Tool Displays 0.0-25.5. Air/Fuel Ratio indicates the PCM commanded value. In closed loop, Air/Fuel Ratio should normally be around
14.2-14.7. A lower Air/Fuel Ratio indicates a richer commanded mixture, which may be seen during Power Enrichment or TWC Protection modes.
A higher Air/Fuel Ratio indicates a leaner commanded mixture. This can be seen during Decel Fuel Mode.
Brake Switch
Scan Tool Displays APPLIED or RELEASED. Indicates the brake pedal position. When the brake pedal is depressed a signal voltage is sent to the
PCM.
Cam Signal Present
Scan Tool Displays YES or NO. If the PCM does not receive a cam signal from the Ignition Control Module the scan tool displays NO.
Commanded A/C
Scan Tool Displays ON or OFF. Represents the PCM commanded state of the A/C compressor clutch relay driver circuit. The A/C compressor
clutch should be engaged when Commanded A/C displays ON.
Commanded Fuel Pump
Scan Tool Displays ON or OFF. Indicates the PCM commanded state of the fuel pump relay control circuit.
Commanded Gen
Scan Tool Displays ON or OFF. OFF displayed indicates that the PCM has commanded the generator control circuit OFF.
Cruise Inhibited
Scan Tool Displays On or Off in Eng1.. Scan Tool Displays OK/Fault/Invalid State in ODD. On or OK displayed indicates that the PCM is
commanding the Cruise Control Module to inhibit cruise control operation. Should display ON or OK at idle.
Cruise Mode
Scan Tool Displays ON or OFF. Represents the state of the Cruise Status Input from the Cruise Control Module. Cruise Engaged should not display
Yes unless the vehicle is operating in a cruise control mode.
Cyl 1-6 CKT Status
Scan Tool Displays OK, Stuck Low (open) or Stuck High. These parameters describe the condition of each injector control circuit.
Cyl 1-6 CKT History
Scan Tool Displays OK, Stuck Low (open) or Stuck High. These parameters describe the condition of each injector control circuit. If a fault is
detected the scan tool will list which the fault type with the corresponding cylinder.
Decel Fuel Mode
Scan Tool Displays ACTIVE or INACTIVE. ACTIVE is displayed if the PCM has detected conditions appropriate to operate in Deceleration Fuel
Mode. The PCM will command deceleration fuel mode when a sudden decrease in throttle position has been detected while the vehicle is traveling
over 40 km/h (25 mph). While in Deceleration Fuel mode, the PCM will decrease the amount of fuel delivered by entering Open Loop and
decreasing the injector pulse width.
ECT
Scan Tool Displays -40°C to 151°C (-40°F to 304°F). The Engine Coolant Temperature (ECT) sensor is mounted in the coolant stream. The PCM
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applies 5 volts to the ECT sensor circuit. The sensor is a thermistor which changes internal resistance as temperature changes. When the sensor is
cold (internal resistance high), the PCM monitors a high signal voltage and interprets the data as a cold engine. As the sensor warms (internal
resistance decreases), the voltage signal decreases and the PCM interprets the lower voltage as a warm engine.
EGR Closed Valve Pintle Position
Scan Tool Displays 0.0-5.0 volts. Represents the learned voltage that the PCM uses to determine whether or not the EGR valve is fully closed (0
percent pintle position). If the Desired EGR Position is 0 percent and a difference of more than 0.4 volt between EGR Feedback and EGR Closed
Valve Pintle Position is detected, DTC P1406 will set.
EGR Duty Cycle
Scan Tool Displays 0-100 percent. Represents the EGR valve driver PWM signal from the PCM. A duty cycle of 0 percent indicates that no EGR
flow is being commanded. A 100 percent duty cycle indicates maximum EGR flow commanded.
EGR Feedback
Scan Tool Displays 0.00-5.00 Volts. Indicates the EGR pintle position sensor signal voltage being monitored by the PCM. A low voltage indicates
a fully extended pintle (closed valve). A voltage near 5 volts indicates a fully retracted pintle (open valve).
EGR Flow Test Count
Scan Tool Displays 0-255 counts. Indicates the number of EGR flow test samples collected during the current ignition cycle. The maximum
number of samples allowed is 1 during normal operation. If the PCM battery feed has been disconnected or a DTC P0401 has been cleared, several
EGR flow test samples will be allowed during the next ignition cycle. This is to allow repair verification during a single ignition cycle.
EGR Position Error
Scan Tool Displays 0-100 percent. Indicates the difference between Desired EGR Position and Actual EGR Position currently being monitored by
the PCM. If the EGR Position Error reaches an unacceptable level, a DTC will set.
Engine LOAD
Scan Tool Displays 0-100 percent. Engine load is calculated by the PCM from engine speed and MAF sensor readings. Engine Load should
increase with an increase in RPM or air flow.
Engine Oil Level
Scan Tool Displays OK or Low IN IPC. Indicates the oil level as determined by the Engine Oil Level Sensor.
Engine Oil Life
Scan Tool Displays Percents in IPC. Indicates how much oil life is left until the next recommended oil change.
Engine Oil Pressure
Scan Tool Displays Ok/Low/High in IPC. Indicates the oil pressure as determined by the Oil Sending Unit.
EVAP Canister Purge
Scan Tool Displays 0-100 percent. Represents the PCM commanded PWM duty cycle of the EVAP Purge valve. 0 percent displayed indicates no
purge. A 100 percent displayed indicates full purge.
EVAP Fault History
Scan Tool Displays NO FAULT, EXCESS VACUUM, PURGE VALVE LEAK, SMALL LEAK or WEAK VACUUM. The EVAP Fault History
indicates the status of the EVAP system diagnostics performed by the PCM.
EVAP Purge Solenoid
Scan Tool Displays OK, Fault or Invalid State. These parameters describe the condition of the control circuit.
EVAP Vent Solenoid
Scan Tool Displays Open or Closed in Eng1 and HO2S. Scan Tool Displays OK/Fault/Invalid State in EVAP. The scan tool displays Open and Ok
when the PCM commands the EVAP system to purge. The scan tool will show Closed when the system is not purging.
Fan Control Relay 1
Scan Tool Displays OK, Fault or Invalid State. These parameters describe the condition of the control circuit.
Fan Control Relay 2 and 3
Scan Tool Displays OK, Fault or Invalid State. These parameters describe the condition of the control circuit.
Fans High Speed
Scan Tool Displays ON or OFF. Represents the PCM commanded state of both fans.
Fans Low Speed
Scan Tool Displays ON or OFF. Represents the PCM commanded state of both fans.
Fuel Tank Pressure
Scan Tool Displays in 0-5.00 volts or -32 to 32 (in/H2O). This parameter indicates the pressure/Vacuum inside of the fuel tank. A negative value
indicates a vacuum. A positive value indicates a pressure.
Fuel Trim Learn
Scan Tool Displays Enabled or Disabled. When conditions are appropriate for enabling long term fuel trim corrections, FUEL TRIM LEARN will
display Enable. This indicates that the long term fuel trim is responding to short term fuel trim. If the Fuel Trim Learn displays Disable, long term
fuel trim will not respond to changes in short term fuel trim.
Generator PWM
Scan Tool Displays In Percents In IPC.
Hot Mode
Scan Tool Displays ON or OFF. On displayed indicates that the PCM has detected conditions appropriate for Transaxle hot mode operation. The
PCM determines this base on Transaxle fluid temperature. While in Hot Mode, Transaxle shift points may be altered, 4th gear disabled, and the
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TCC forced On in 2nd gear.
Hot Open Loop
Scan Tool Displays Active or Inactive in IPC.
HO2S Sensor 1
Scan Tool Displays READY or NOT READY. Indicates the status of the fuel control exhaust oxygen sensor. The scan tool will indicate that the
exhaust oxygen sensors are ready when the PCM detects a fluctuating HO2S voltage sufficient to allow closed loop operation. This will not occur
unless the exhaust oxygen sensors are warmed up.
Scan Tool Displays 0-1132 mV. Represents the fuel control exhaust oxygen sensor output voltage. Should fluctuate constantly within a range
between 10 mV (lean exhaust) and 1000 mV (rich exhaust) while operating in Closed Loop.
HO2S Sensor 2
Scan Tool Displays 0-1132 mV. Represents the fuel control exhaust oxygen sensor output voltage. Should fluctuate constantly within a range
between 10 mV (lean exhaust) and 1000 mV (rich exhaust) while operating in Closed Loop.
HO2S Xcounts
Scan Tool Displays 0-255. Indicates the number of times the HO2S 1 signal has crossed the 450 mV bias voltage during a 1 second interval. A
HO2S 1 signal that almost never crosses the bias voltage could indicate a fuel trim problem, a faulty HO2S 1 circuit, or a faulty HO2S 1.
IAT
Scan Tool Displays -40°C to 151°C (-40°F to 304°F). The PCM converts the resistance of the intake air temperature sensor to degrees. The PCM
uses Intake Air Temperature (IAT) to adjust fuel delivery and spark timing according to incoming air density. IAT is also compared to ECT at
start-up to identify cold starts for the HO2S heater and the EVAP diagnostics.
Ignition Mode
Scan Tool Displays BYPASS or IC. Indicates the commanded state of the Bypass signal output from the PCM. When BYPASS is displayed, the
ignition control module is controlling the spark advance at a fixed 10 degrees BTDC (Bypass mode). IC displayed indicates that the PCM has
requested control of the spark advance (IC mode). The ignition control module determines the correct operating mode based on the level of voltage
that the PCM applies to the ignition control module bypass circuit. The PCM provides 5 volts to the ignition control module bypass circuit when
conditions are appropriate for PCM control of spark timing (IC mode). If the PCM does not apply 5 volts to the bypass circuit, or if the ignition
control module does not receive the signal, the module will control spark timing.
Ignition 1
Scan Tool Displays 0-25.5 volts. Represents the system voltage measured by the PCM at its ignition feed.
Injector Pulse Width
Scan Tool Displays 0-1000 msec. Indicates the amount of time the PCM is commanding each injector ON during each engine cycle. A longer
injector pulse width will cause more fuel to be delivered. Injector Pulse Width should increase with increased engine load.
Long Term Fuel Trim
Scan Tool Displays -10 to 10 percent. Long Term Fuel Trim is derived from the Short Term Fuel Trim value and represents a long-term correction
of fuel delivery. A value of 0 percent indicates that fuel delivery requires no compensation to maintain the PCM commanded air/fuel ratio. A
negative value significantly below 0 percent indicates that the fuel system is rich and fuel delivery is being reduced (decreased injector pulse
width). A positive value significantly greater than 0 percent indicates that a lean condition exists and the PCM is compensating by adding fuel
(increased injector pulse width). Because Long Term Fuel Trim tends to follow Short Term Fuel Trim, a value in the negative range due to canister
purge at idle should not be considered unusual. The PCM's maximum authority to control long term fuel trim allows a range between -10 percent
and +10 percent. Fuel trim values at or near maximum authority may indicate an excessively rich or lean system.
MAF
Scan Tool Displays 0.0-512 g/s. Mass Air Flow (MAF) is the MAF Input Frequency converted to grams of air per second. This indicates the
amount of air entering the engine.
MAF Frequency
Scan Tool Displays 0-32000 Hz. The MAF sensor input signal to the PCM is a frequency which varies from around 3000 Hz at idle to above 7000
Hz at wide-open throttle. The PCM converts this frequency signal to grams per second to be displayed on the scan tool as MAF.
MAP
Scan Tool Displays 10-105 kPa (0.00-4.97 volts). The Manifold Absolute Pressure (MAP) sensor measures the change in the intake manifold
pressure from engine load, EGR flow, and speed changes. As intake manifold pressure increases, intake vacuum decreases resulting in a higher
MAP sensor voltage and kPa reading. The MAP sensor signal is used to monitor intake manifold pressure changes during the EGR flow test, to
update the BARO reading, and as an enabling factor for many of the diagnostics.
MIL
Scan Tool Displays ON or OFF in IPC. Indicates the PCM commanded state of the Malfunction Indicator Lamp (MIL).
Scan Tool Displays OK, Fault or Invalid State in ODD. These parameters describe the condition of the control circuit.
Misfire Current Cyl 1-6
Scan Tool Displays 0-198 counts. The Misfire Current counters indicate the number of cylinder firing events detected as possible misfires on each
cylinder during the last 200 crankshaft revolutions. The number that the counters display are twice the actual number of misfire events detected.
The counters may normally display some activity, but the activity should be very low and nearly equal for all the cylinders.
Misfire History Cyl 1-6
Scan Tool Displays 0-65535 counts. The Misfire History counters indicate the total level of misfire that has been detected on each cylinder. The
number that the counters display are twice the actual number of misfire events detected. The Misfire History counters will not update or show any
activity until a misfire DTC (P0300) has become active. The Misfire History counters will be updated every time a 200 crankshaft revolution
misfire test failure is detected.
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Power Enrichment
Scan Tool Displays ACTIVE or INACTIVE. ACTIVE displayed indicates that the PCM has detected conditions appropriate to operate in Power
Enrichment mode. The PCM will command Power Enrichment mode when a large increase in throttle position and load is detected. While in Power
Enrichment, the PCM will increase the amount of fuel delivered by entering Open Loop and increasing the injector pulse width. This is done to
prevent a possible sag or hesitation from occurring during acceleration.
Short Term Fuel Trim
Scan Tool Displays -10 to 10 percent. Short Term Fuel Trim represents a short-term correction to fuel delivery by the PCM in response to the
amount of time the fuel control oxygen sensor voltage spends above or below the 450 mVthreshold. If the oxygen sensor voltage has mainly
remained less than 450 mV, indicating a lean air/fuel mixture, short term fuel trim will increase into the positive range above 0 percent and the
PCM will add fuel. If the oxygen sensor voltage stays mainly above the threshold, short term fuel trim will decrease below 0 percent into the
negative range while the PCM reduces fuel delivery to compensate for the indicated rich condition. Under certain conditions such as extended idle
and high ambient temperatures, canister purge may cause Short Term Fuel Trim to read in the negative range during normal operation. The PCM's
maximum authority to control fuel trim allows a range between -10 percent and +10 percent. Fuel trim values at maximum authority may indicate
an excessively rich or lean system.
Cycles Of Misfire Data
Scan Tool Displays counts from 0-99. The number showing represents the number of misfires.
TCC Engaged
Scan Tool Displays Engaged or Disengaged. Indicates the command state of the transaxle Torque Convertor Clutch (TCC).
TCC Solenoid
Scan Tool Displays OK, Fault or Invalid State. These parameters describe the condition of the control circuit.
Total Misfire Current Count
Scan Tool Displays 0-99 counts. Indicates the total number of cylinder firing events that were detected as being misfires during the last 200
crankshaft revolution sample period.
Total Misfire Failures
Scan Tool Displays 0-65535 counts. Indicates the number of 200 crankshaft revolution sample periods during which the level of misfire was
sufficiently high to report a failure.
Total Misfire Passes
Scan Tool Displays 0-65535 counts. Indicates the number of 200 crankshaft revolution sample periods during which the level of misfire was
sufficiently low to report a pass.
TP Angle
Scan Tool Displays 0-100 percent. TP Angle is computed by the PCM from the TP Sensor voltage. TP Angle should display 0 percent at idle and
100 percentat wide open throttle.
TR Switch P / A / B / C
Scan Tool Displays HIGH or LOW. The TR Switch A / B / C display represents the states of the four inputs from the transaxle range switch. HIGH
displayed indicates a B+ voltage signal being monitored at the PCM, LOW displayed indicates a grounded input signal. The combination of
transaxle range inputs indicates the position of the transaxle manual valve.
Transmission Range
Scan Tool Displays PARK/NEUTRAL, REVERSE, DRIVE 4, DRIVE 3, DRIVE 2, or LOW. Transmission Range represents the decoded status of
the four inputs from the Transaxle Range Switch Assembly. The combination of transaxle range inputs indicates the position of the transaxle
manual valve.
TWC Protection
Scan Tool Displays ACTIVE or INACTIVE. ACTIVE displayed indicates that the PCM has detected conditions appropriate to operate in TWC
Protection mode. This is determined based on Engine Load and Engine Coolant Temperature. While in TWC Protection, the PCM will decrease
Air/Fuel Ratio to a value that depends on mass air flow (higher Mass Airflow = lower Air/Fuel Ratio).
Vehicle Speed
Scan Tool Displays 0-255 km/h (0-155 mph). The vehicle speed sensor signal is converted into mph and km/h for display.
VTD Fuel Disable
Scan Tool Displays ACTIVE or INACTIVE. The Theft Deterrent Fuel Enable circuit is an input from the Vehicle Theft Deterrent Control Module
that signals the PCM to enable the injectors if the proper signal is received. The scan tool will normally display INACTIVE. If the Vehicle Theft
Deterrent system does not send the correct Theft Deterrent Fuel Enable signal to the PCM, the display will switch to ACTIVE and the fuel system
may be disabled. Refer to DTCs P1626, P1630, P1631, or Vehicle Theft Deterrent diagnosis for further information.
Fuel Pump CKT History
Scan Tool Displays OK, Stuck Low (open) or Stuck High. These parameters describe the condition of the fuel pump control circuit.
Fuel Pump CKT Status
Scan Tool Displays OK, Stuck Low (open) or Stuck High. These parameters describe the condition of the fuel pump control circuit. If a fault is
detected the scan tool will list which the fault type.
1-2 Solenoid
Scan Tool Displays OK, Fault or Invalid State. These parameters describe the condition of the control circuit.
2-3 Solenoid
Scan tool Displays OK, Fault or Invalid State. These parameters describe the condition of the control circuit.
3X Crank Sensor
Scan Tool Displays 1600-10,000 RPM. This signal is calculated from the 7X pulses and is fed to the PCM by the Ignition Control Module. This is
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used by the PCM to calculate RPM at engine speeds above 1600 RPM and to initiates injector pulses.
24X Crank Sensor
Scan Tool Displays 0-1600 RPM. Displays the engine speed calculated from the 24x Reference signal PCM input. Should nearly match Engine
Speed up to approximately 1,600 RPM limit.
A/C High Side Pressure
Scan Tool Displays 0.00-5.00 volts. Represents the A/C refrigerant pressure sensor signal. The amount of pressure indicates the amount of load that
the A/C compressor is placing on the engine. The PCM uses this information to adjust idle and to control the cooling fans.
BARO
Scan Tool Displays 10-105 kPa (0.00 to 5.00 volts). The barometric pressure reading is determined from the MAP sensor signal monitored during
key up and Wide-open Throttle (WOT) conditions. Barometric pressure is used to adjust fuel delivery and spark advance to compensate for altitude
changes.
Current Gear
Scan Tool Displays 0-4. The scan tool display the gear that the transmission is in.
Desired EGR Position
Scan Tool Displays 0-100 percent. Represents the EGR pintle position that the PCM is commanding. Desired EGR Position should stay close to
Actual EGR Position.
Desired Idle Speed
Scan Tool Displays 0-3187 RPM. Represents the idle speed that is commanded by the PCM. The PCM will compensate for various engine loads
based on engine coolant temperature to keep the engine at the desired idle speed.
Driver Module 1 / 2 / 3 / 4 Status
Scan Tool Displays Enabled, Off-High Volts, Off High Temp or Invalid State. This parameter describes the internal PCM driver module condition.
This module controls all the relays/solenoids listed below the Driver Module parameter in the scan tool Output Driver Data List up to the next
driver module.
Engine Run Time
Scan Tool Displays 00:00:00-99:99:99 Hrs:Min:Sec. Indicates the time elapsed since the engine was started. If the engine is stopped, ENGINE
RUN TIME will be reset to 00:00:00.
Engine Speed
Scan Tool Displays 0-9999 RPM. Engine speed is computed by the PCM from the 3X reference input. The engine speed should remain close to
desired idle under various engine loads with engine idling.
Fuel Level
Scan Tool Displays 0-100 percent. The scan tool displays in percentage the amount of fuel in the fuel tank.
Fuel Trim Cell
Scan Tool Displays 0-9 Fuel trim cell is dependent upon engine speed and MAF sensor readings. A plot of RPM vs. MAF is divided into 10 cells.
Fuel trim cell indicates which cell is currently active.
IAC Position
Scan Tool Displays 0-255. Displays the commanded position of the idle air control pintle in counts. A larger number of counts means that more air
is being commanded through the idle air passage. IAC Position should respond fairly quickly to changes in engine load to maintain desired idle
RPM.
Knock Retard
Scan Tool Displays 0.0-25.5 degrees. Indicates the amount of spark the PCM is removing from IC spark advance in response to the signal from the
knock sensors. The Traction Control system Desired Torque signal from the EBTCM may cause Knock Retard to display a value greater than 0.0
degrees if Traction Control is active.
Loop Status
Scan Tool Displays OPEN or CLOSED. Closed Loop indicates that the PCM is controlling fuel delivery according to oxygen sensor voltage. In
Open Loop, the PCM ignores the oxygen sensor voltage and bases the amount of fuel to be delivered on TP sensor, engine coolant, and MAF
sensor inputs only.
Non-Volatile Memory
Scan Tool Displays Pass or Fail. Indicates the condition of the PCM's random access memory.
Spark
Scan Tool Displays -64 to 64 degrees. Displays the spark timing being commanded by the PCM on the IC circuit. A negative (-) value indicates
degrees Before Top Dead Center (BTDC) or spark advance. A positive value indicates degrees After Top Dead Center (ATDC) or spark retard.
Because the ignition control module sets spark advance at a fixed value of 10 degrees BTDC while operating in Bypass mode, the displayed Spark
advance only reflects true spark timing when the PCM has commanded IC mode.
Start-Up ECT
Scan Tool Displays -40°C to 151°C (-40°F to 304°F). Indicates the Engine Coolant Temperature (ECT) at the time that the vehicle was started.
Used by the HO2S diagnostic to determine if the last start-up was a cold start.
Start-Up IAT
Scan Tool Displays -40°C to 151°C (-40°F to 304°F). Indicates the Intake Air Temperature (IAT) at the time that the vehicle was started. Used by
the HO2S diagnostic to determine if the last start-up was a cold start.
TP Sensor
Scan Tool Displays 0.5-5.00 volts. The voltage being monitored by the PCM on the TP sensor signal circuit.
General Description
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The Engine Scan Tool Data Definitions contain a brief description of all engine related parameters available on the scan tool. The list is arranged in
alphabetical order. A given parameter may appear in any one of the data lists. In some cases, a given parameter may appear more than once, or in
more than one data list. This provides a list with related parameters grouped together.
If you have a vehicle which displays system-related symptoms, this Manual provides a way to quickly search for any relevant Technical
Service Bulletins (TSB's). When you select TSB's "By Symptom," all relevant TSB's display at the top of the TSB title list. Viewing TSB's
by Symptom is helpful when the vehicle displays a distinct, system related, malfunction. You may also wish to review the symptom list with
your customer to uncover additional information that was not indicated on the Driveability Worksheet.
You can view TSB's by Symptom at any System or Sub-System level of the TurboView hierarchy. For example, a Symptom list will appear
when selecting Powertrain Management or Computers and Control Systems. Symptoms will not appear when selecting a component (such as
Mass Air Flow Sensor).
1. Select the desired System or Sub-System and click the TSB icon.
2. Select "By Symptom" from the TSB list.
3. Select the symptom you wish to display.
4. Click on the desired TSB to display the article
Example:
Your customer complains of a noise in his 1989 Toyota Corolla (1.6L DOHC). The noise seems to be coming from the automatic
transmission. To find TSB's related to transmission noise:
Models:
2000 GMC Yukon, Yukon XL, Denali, Envoy, Jimmy
2000 Cadillac Escalade, DeVille, Seville, Eldorado, Catera
2000 Buick Park Avenue, LeSabre, Century, Regal
2000 Oldsmobile Bravada, Silhouette, Intrigue
2000 Pontiac Bonneville, Montana, Grand Prix
2000 Chevrolet Blazer, Suburban, Tahoe, Venture, Impala, Lumina, Monte Carlo
2001 Pontiac Aztek
This bulletin is being revised to announce the closure of this recall. Please discard all copies of recall bulletin 01045A, issued July, 2002.
Please be advised that this recall has been officially closed. Owners of vehicles that were involved in this recall, but who did not respond to the
customer letters, have already been refunded their remaining subscription fees following the de-activation of their systems.
Subject:
08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION
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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.
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
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Chevrolet Venture V6-3.4L VIN E 2329
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Chevrolet Venture V6-3.4L VIN E 2330
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Chevrolet Venture V6-3.4L VIN E 2331
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Chevrolet Venture V6-3.4L VIN E 2332
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Chevrolet Venture V6-3.4L VIN E 2333
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Chevrolet Venture V6-3.4L VIN E 2334
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Chevrolet Venture V6-3.4L VIN E 2335
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Chevrolet Venture V6-3.4L VIN E 2336
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Chevrolet Venture V6-3.4L VIN E 2337
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Chevrolet Venture V6-3.4L VIN E 2338
Involved are certain vehicles within the VIN breakpoints shown above.
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).
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Chevrolet Venture V6-3.4L VIN E 2340
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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.
Disclaimer
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.
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:
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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.
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.
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.
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 switch lighting connector.
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.
4.1. 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:
5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D).
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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).
5.5. 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.
7.1. 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).
7.3. If equipped, connect the rear seat heater's connector and install the switch.
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).
8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting.
9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8.
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.
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.
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:
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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 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.
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:
4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D).
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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).
4.5. 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.
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.
6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats - Adjustment/Replacement.
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).
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6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C).
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.
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6.16. Remove the console (F) together with the OnStar(R) control modules.
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.
6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement.
7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring:
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7.1. Remove the console (A) together with the OnStar(R) control modules.
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.
8.2. Remove the console (A) together with the OnStar(R) control modules.
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).
9. Fold down the left-hand rear side hatch in the luggage compartment.
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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.
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).
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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.
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.
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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).
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.
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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.
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.
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.
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4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B).
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).
4.6. Connect connector (A) and secure the cable using a cable tie (B).
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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.
7.3. Disconnect the connector (B) from the OnStar(R) control module.
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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.
10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description.
Year: 2000
Make: CHEVROLET TRUCK, PONTIAC TRUCK, OLDSMOBILE TRUCK
Model: VENTURE, MONTANA, SILHOUETTE
YEAR Of Recall: '99
Type of Report: Vehicle
Potential Number of Units Affected: 235
Summary:
Chevrolet/Venture 1997-2005
Oldsmobile/Silhouette 1997-2004
Pontiac/Montana 1997-2005
Pontiac/Transport 1997-1998
SUMMARY:
On certain minivans equipped with second-row bucket seats or captain's chairs and a power sliding door on the passenger side of the vehicle, a
passenger using the interior handle to open the power sliding door could be injured.
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CONSEQUENCE:
If a passenger uses the interior handle to open the power sliding door and holds onto the handle while it is being opened by the motor, the
passenger's arm may be pushed into the seat back or armrest and a wrist or lower arm injury may result.
REMEDY:
Dealers will replace the power sliding door interior handle on the passenger-side. If the vehicle is equipped with a power or manual sliding door on
the driver-side, the interior handle will also be replaced for appearance reasons. NOTE: Before the vehicle is serviced, GM advises owners to not
use the interior door handle to open the door. The driver can open and close the door from switches at the driver's position or by using the remote
key fob. The driver should tell passengers to use the switch located in front of the door to open or close it. The driver should use the override switch
to prevent operation of the power door by children or by others who are not familiar with its use. The recall is expected to begin in March 2005.
Owners should contact Chevrolet at 1-800-630-2438; Pontiac at 1-800-620-7668; or Oldsmobile at 1-800-630-6537.
NOTES:
GM recall No. 04110. Customers can also contact The National Highway Traffic Safety Administration's Auto Safety Hotline at
1-888-DASH-2-DOT (1-888-327-4236). Technical Service Bulletin # 04110 Date: 050524
Models:
1997-2005 CHEVROLET VENTURE
1997-2004 OLDSMOBILE SILHOUETTE
1997-1998 PONTIAC TRANS SPORT
1999-2005 PONTIAC MONTANA
EQUIPPED WITH RIGHT-HAND POWER SLIDING DOOR AND SECOND ROW BUCKET SEATS OR CAPTAIN'S CHAIRS
DUE TO PART AVAILABILITY, THIS RECALL IS BEING ADMINISTERED IN PHASES. ALL VINS WILL BE LOADED INTO GMVIS:
HOWEVER, CUSTOMERS WILL BE NOTIFIED IN PHASES. YOU WILL BE NOTIFIED OF THE RELEASE OF ADDITIONAL PHASES
PRIOR TO CUSTOMER NOTIFICATION.
Condition
General Motors has decided that a defect, which relates to motor vehicle safety, exists in certain 1997-2005 Chevrolet Venture, 1997-2004
Oldsmobile Silhouette, 1997-1998 Pontiac Trans Sport, and 1999-2005 Pontiac Montana vehicles equipped with a right-hand power sliding door
and second row bucket seats or captains chairs. If a passenger uses the interior handle to open the power sliding door and holds onto the handle
while it is being opened by the door motor, the passenger's arm may be pushed into the seat back or armrest and a wrist or lower arm injury could
occur.
Until the vehicle is serviced, the interior handle should not be used to open the door. The driver can open and close the door from switches at the
driver's position or by using the remote key fob. The driver should tell passengers to use the switch located in front of the door to open or close the
door. The driver should also use the override switch to prevent operation of the power door by children or by others who are not familiar with its
use.
Correction
Although only the right-hand power sliding door handle requires replacement, dealers are to replace both rear door handles, if applicable, to keep
the appearance consistent
Vehicles Involved
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Involved are certain 1997-2005 Chevrolet Venture, 1997-2004 Oldsmobile Silhouette, 1997-1998 Pontiac Trans Sport, and 1999-2005 Pontiac
Montana vehicles equipped with a right-hand power sliding door and second row bucket seats or captain's chairs, and built within these 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.]
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 (US) Recall Information, GMinfoNet (Canada) Recall Reports. Dealers
will not have a report available if they have no involved vehicles currently assigned.
For Export
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 will not receive a report with the recall bulletin if they have 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 purpose other than follow-up necessary to complete this recall 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 recall.
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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.
Service Procedure
Tools Required
1. Using the J 42506, Door Handle Clip Remover, remove the inside door handle clip.
2. Remove the inside handle from the sliding door and discard.
3. Load the clip into the inside door handle with the open end facing up.
4. Align the new handle with the shaft on the sliding door.
5. Press firmly in order to seat the inside handle on the sliding door.
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
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General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin).
Letters will be sent to known owners of record located within areas covered by the US National Traffic and Motor Vehicle Safety Act. For owners
outside these areas, dealers should notify customers using the sample letter shown.
Dealer Recall Responsibility -- For US and Export (US States, Territories, and Possessions)
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.
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
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In the event of a vehicle crash, the occupant may not be properly restrained.
Dealers will inspect the vehicle's rear safety belt buckle assembly date codes and, if necessary, will replace any rear safety belt buckle assembly.
Owner notification is expected to begin during August 2000. Owners who take their vehicles to an authorized dealer on an agreed upon service date
and do not receive the free remedy within a reasonable time should contact Buick at 1-800-521-7300; Chevrolet at 1-800-222-1020; GMC at
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1-800-462-8782; Oldsmobile at 1-800-442-6537; Pontiac at 1-800-762-2737; or Saturn at 1-800-553-6000. Also contact the National Highway
Traffic Safety Administration's Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236).
Technical Service Bulletin # NHTSA01V264000 Date: 010820
If this happens, the power sliding door can open while the vehicle is in motion, particularly when the vehicle ascends a hill, makes a turn, or travels
over a rough road surface. An unrestrained occupant could fall out of the van and be injured.
Dealers will inspect the actuators for certain date codes and, if necessary, replace the actuators. GM has not yet provided an owner notification
schedule for this campaign. Owners who take their vehicles to an authorized dealer on an agreed upon service date and do not receive the free
remedy within a reasonable time should contact Chevrolet at 1-800-222-1020, Pontiac at 1-800-762-2737, or Oldsmobile at 1-800-442-6537. Also
contact the National Highway Traffic Safety Administration's Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236). Technical Service
Bulletin # 01059 Date: 011001
SUBJECT:
01059 - POWER SLIDING DOOR
MODELS:
1997-2001 CHEVROLET VENTURE, PONTIAC MONTANA/TRANS SPORT, AND OLDSMOBILE SILHOUETTE "U" VAN WITH POWER
SLIDING DOORS (RPO E58 / E59)
Due to parts availability, ordering restrictions are being imposed to ensure an equitable distribution of part inventory. Refer to the Parts Information
section for details.
CONDITION
General Motors has decided that a defect which relates to motor vehicle safety exists in certain 1997-2001 Chevrolet Venture, Pontiac
Montana/Trans Sport, and Oldsmobile Silhouette model vehicles equipped with driver and/or passenger side power sliding doors. Some of the door
unlatch actuators in vehicles assembled in January-April 2001 and in vehicles that were serviced in Recall 01013 from April-August 2001 have
inadequate front sonic welds. If a front sonic weld fails, the actuator can jam in the unlatched position and, when the sliding door closes, it will not
be latched. If this happens, the power sliding door can open while the vehicle is in motion, particularly when the vehicle ascends a hill, makes a
turn, or travels over a rough road surface. An unrestrained occupant could fall out of the van and could be injured.
CORRECTION
Dealers are to inspect and if required, install a new power sliding door unlatch actuator assembly.
VEHICLES INVOLVED
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Involved are certain 1997-2001 Chevrolet, Pontiac, and Oldsmobile "U" Van model vehicles equipped with RPO E58 or E59, power sliding doors,
and built within these VIN breakpoints shown.
The table shown contains VIN breakpoints for vehicles that were serviced under Recall 01013 from April-August 2001, and may have had suspect
actuators installed.
The table shown contains VIN breakpoints for vehicles specific to this Recall 01059, and were assembled in January-April 2001 and may have had
suspect actuators installed.
IMPORTANT:
Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) or GM Access Screen (Canada only) or DCS Screen
445 (IPC only) before 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
Important:
An initial supply of RH actuator kits required to complete this recall will be pre-shipped the week of November 5, 2001 to dealers with claims
paid through April 30, 2001 for recall 01013. Pre-shipped parts will be charged to dealer's open parts account. Due to limited part supply, prior
to pre-ship, parts will be placed on an order writing control. Any orders prior to Nov. 5, 2001 will be canceled. After completion of the pre-ship,
a quantity limiter will be added to the part that will limit the pieces per order line. The reason this is being done is to facilitate an equitable
distribution of part inventory.
Additional parts, if required, 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.
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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. When installing the Recall Identification Label, be sure to pull the tab to allow adhesion of the clear protective covering. Additional Recall
Identification Labels for US dealers can be obtained from Dealer Support Materials by calling 1-866-700-0001 (Monday-Friday, 8:00 a.m. to 5:00
p.m. EST). Ask for Item Number 5-1015 when ordering.
Additional Recall Identification Labels for IPC dealers can be obtained from your Regional Marketing Office.
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. Additional Recall Identification Labels for Canadian dealers can be obtained from DGN by calling 1-800-668-5539 (Monday - Friday,
8:00 a.m. to 5:00 p.m. EST). Ask for Item Number GMP 91 when ordering.
The availability of a loaner/rental vehicle to customers whose vehicles are involved in this recall is of the utmost importance in maintaining
customer satisfaction. If requested, please ensure that these customers have the opportunity to use a loaner/rental vehicle for one day at no charge
while their vehicle is being serviced. One day is defined as a 24-hour period and the maximum allowance for the loaner/rental vehicle is $30.00
(U.S.), $40.00 (Canada). Please make sure that required parts are available at your dealership prior to scheduling service appointments for these
customers.
CLAIM INFORMATION
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Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission.
Customers will be notified of this recall on their vehicles by General Motors (see copy of customer letter shown in this bulletin.
Letters will be sent to known owners of record located within areas covered by the US National Traffic and Motor Vehicle Safety Act. For owners
outside these areas, dealers should notify customers using the suggested dealer letter shown.
DEALER RECALL RESPONSIBILITY - For US and IPC (US States, Territories, 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 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.
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, you must take
the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle.
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DISCLAIMER
Important Information
IMPORTANT:
The service procedure contained in this recall is different from the service procedure found in the appropriate service manual. As a result, the
labor time allowance has been revised to correspond with this new service procedure. In the near future the service manual and labor time guide
will be updated with this new information.
Inspection Process
(Right side shown, Left side similar)
6. With light pressure push outward on the latch plate and look through the hole in the inner panel. See arrow in figure 1.
7. Inspect the actuator date code located directly below the part number on the side of the actuator, to determine if actuator replacement is
needed. The date code consists of three parts:
^ Juan date: example: 118 = the 118th day of the calendar year (i.e. April 28, 2001)
If the date code is 118-01-A or greater, replacement is not required. If the date code is 117-01-A or less (including any date code with 00" for
calendar year), replace the actuator. If replacement is required, follow the Replacement Procedure.
8. If replacement is not required, torque the bolts to the lock plate following the torque sequence to 10 Nm (89 lb. in.). See step 13 and figure 6
of Replacement Procedure.
12. Reinstall the garnish molding at the top of the door trim panel.
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Replacement Procedure
(Right side shown, Left side similar)
1 Remove the electrical connectors from the actuators. Refer to (1) in figure 2.
2. Remove the lock rod from the latch plate assembly. Refer to (2) in figure 2.
3. Disconnect the lock rod from the center of the door so the rod can be moved to the side. Refer to (2) in figure 2.
5. Rotate the latch plate counter clockwise slightly and rearward to remove the latch plate.
8 Replace the rivets in the same direction as they were removed. See figure 4.
11. Reinstall the latch plate and hand tighten the bolts.
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12. Torque the bolts to the latch following the torque sequence to 10 Nm (89 lb. in.). See figure 5.
13. Torque the bolts to the lock plate following the torque sequence to 10 Nm (89 lb. in.). See figure 6.
14. Reinstall the lock rod to the lock plate and the lock rod retainer.
16. Important: Before the door trim is reinstalled close the latch at the rear of the door with a screwdriver. Look through the small oval hole just
above the door handle and rotate the door handle rearward. Just before the lever gets to the stop (see arrow in figure 7) the latch should open.
If the latch does not open, a slight bend to shorten the rod (see arrows in figure 8) will be necessary.
20. Reinstall the garnish molding at the top of the door trim panel.
TECHNICAL
Subject:
Power Sliding Side Door Edge Guard Comes Loose
(Install New Edge Guard)
Models:
1997-2000 Chevrolet Venture
1997-2000 Oldsmobile Silhouette
1997-1999 Pontiac Trans Sport
1999-2000 Pontiac Montana
This bulletin is being revised to update parts information. Please discard Corporate Bulletin Number 00-08-64-015 (Section 08 - Body &
Accessories).
Condition
Some customers may comment that the door edge guard has started to come oft or the over-slam bumper has fallen off.
Cause
Correction
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1. If the over-slam bumper is missing, clean the surface of the door and install the bumper just below the body feature line (see Figure).
2. Install the new door edge guard just below the over-slam bumper. The new door edge guard pushes over the hem flange on the front leading
edge of the door (see Figure).
Parts Information
Warranty Information
SECTION:
01 - HVAC
DATE:
January, 2000
TITLE:
HVAC Lack of Performance - Single A/C System Only (Evacuate & Recharge A/C System)
MODELS:
1998-2000 Chevrolet Venture
1998-2000 Oldsmobile Silhouette
1998-2000 Pontiac Trans Sport
With C60 Air Conditioner Frt, Manual Controls (Not C34)
Built from SOP thru VIN Breakpoint YD150489 for 2000 Models Only
CONDITION:
Some customers may comment on a lack of performance of the air conditioning system in hot, humid weather.
CAUSE:
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This condition may be due to an undercharged air conditioning system during the vehicle assembly process.
CORRECTION:
1. Perform the Cooling Insufficient, A/C System check. Refer to the HVAC Systems-Manual sub-section of the Service Manual. If a condition
is identified, make the appropriate repair. If no abnormal condition is identified, proceed to the next step.
2. Evacuate and recharge the A/C system with 1.08 kg (2.375 lbs) of R-134a.
3. Replace the A/C evaporator label with P/N 10443319. This label will allow future service technicians to know how much refrigerant is
required by the system.
4. Inspect/test the A/C system for signs of leaks, both visually and with the A/C leak tester.
5. If a leak is found, perform the recommended repair. Refer to the HVAC Systems-Manual sub-section of the Service Manual.
6. If no leaks are found, perform the Cooling Insufficient, A/C System check. Refer to the HVAC Systems-Manual sub-section of the Service
Manual. If a condition is identified, make the appropriate repair. If no abnormal condition is identified, return the vehicle to the owner.
PARTS INFORMATION
WARRANTY INFORMATION
*The 0.6 hr includes the time required to install the new label.
If an evacuate and recharge was required, add 0.9 hr to the base time for evacuating and recharging the HVAC System.
This is a unique Labor Operation Number for use only with this bulletin. This number will not be published in the Labor Time Guide.
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)
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.
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^ 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)
Warranty Information
Disclaimer
Technical Service Bulletin # 00-08-64-007 Date: 000601
TECHNICAL
Subject:
Slow/Non-Moving (Chatters/Noisy) Glass, Bent Regulator Arms or Window is inoperative (Replace Run Channel and/or Weatherstrip)
Models:
1997-2000 Chevrolet Venture
1997-2000 Oldsmobile Silhouette
1997-1999 Pontiac Trans Sport
1999-2000 Pontiac Montana
Condition
Some customers may comment that the front door glass is slow or noisy when moving up or down or the window is inoperative.
Cause
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The window run channel may be adjusted improperly which may cause the following:
^ The glass wears through the flocking on the weatherstrip and allows direct contact between the glass and the rubber of the weatherstrip, which
causes drag.
^ Bent regulator arms may be due to glass drag from the run window channel.
Correction
Adjust the window run channel upper attachment full forward and the lower attachment full rearward. Replace run channel and/or weatherstrip, if
necessary.
Parts Information
Warranty Information
Disclaimer
Procedure
1. Remove the door switch plate.
5. Remove the trim panel retainers and remove the trim panel.
9. Raise the glass to gain access to the lower sash channel retaining clips. Push in on the retainers and slide the sash channel to release the glass.
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12. Remove the bolts from the run channel and remove the run channel from the door.
15. Spray the backside of the new weatherstrip with window cleaner for ease of installation and install the weatherstrip.
Tighten
Tighten the nuts to 10 Nm (89 lb in).
17. Install the window run channel in the door and leave the retaining bolts finger tight.
18. With the window run channel installed, move the upper attachment full forward and the lower attachment full rearward.
Tighten
Tighten to 10 Nm (89 lb in).
23. Install the water deflector using a 50.8 mm (2 in) wallpaper roller. Starting at the bottom center and working outboard, roll out the butyle
adhesive up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store.
26. Attach the electrical connectors to the switch and install the switch.
27. Install the door handle bezel.Technical Service Bulletin # 01-08-57-006 Date: 011101
TECHNICAL
Subject:
General Waterleak Diagnosis Guide
Models:
This bulletin contains information on various waterleak conditions. Refer to the following table for a quick reference to the various conditions and
the corresponding illustrations.
Condition 1
Some customers may comment on a mildew odor or that the front floor is wet.
Cause
The water deflector may not be seated properly to the door sheet metal.
Correction
Seat the water deflector to the door surface at the primary locations. Refer to the arrows in the illustration. If the adhesive surface is dirty and the
water deflector needs to be replaced, follow the procedure listed below.
Service Procedure
1. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector)
with one of the cleaners listed below, or an equivalent.
4. Position the outer perimeter of the deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl
adhesive is below the drain holes.
5. Using a 50 mm (2 in) wallpaper roller, roll out the butyl adhesive. Start at the bottom center and work outboard, up the right and left sides. A
50 mm (2 in) roller can be purchased at a hardware or wallpaper store.
Condition 2
Some customers may comment on a mildew odor or that the front floor is wet.
Cause
Correction
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1. Run water over the strut tower. Refer to the arrow in the illustration.
2. Inspect the seam on the inside of the vehicle. Refer to the highlighted line in the illustration.
4. Seal the voids with seam sealer. Refer to the list below.
Condition 3
Some customers may comment on a mildew odor or that the front floor is wet.
Cause
The wire harness, cables or the HVAC drain that passes through the front of dash may not be sealed properly. Refer to the arrows in the above
illustration.
Correction
Locate the leak by running water down the front of the dash under the hood. Clean the area with one of the cleaners listed below. Seal the area with
a seam sealer listed below.
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Condition 4
Some customers may comment on water dripping from the top of the windshield.
Cause
Important:
A large amount water may be able to enter the vehicle through small holes in the body seam sealer.
^ To check for a void in the windshield urethane, run LOW pressure water under the windshield surround molding.
^ If no leak is present, water may be entering from a hole in the body seam sealer at the "C" pillar and then running forward to the windshield.
Refer to the arrow in the illustration above. Remove the pitch molding, inspect the patch sealers (from "C" pillar to "D" pillar) for holes, folds,
or mis-application. Also, inspect the sheet metal at the top corner of the "C" pillar for holes or visible folds.
Correction
1. The affected surface must be clean, dry and free of dirt or contaminants. Clean the surface with one of the cleaners listed below, or an
equivalent.
Condition 5
Some customers may comment on a mildew odor or that the front floor/mid-floor is wet.
Cause
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There may be a void in the butyl tape/sealer on the hem flange under the auxiliary seal. Refer to the highlighted line in the illustration above.
Correction
1. Clean the flange and weatherstrip with one of the cleaners listed below.
2. Apply some weatherstrip adhesive in the weatherstrip retaining cavity and reinstall the weatherstrip to the hem flange.
Condition 6
Some customers may comment on a mildew odor or the that the mid-floor is wet.
Cause
The "C" pillar may have a sealer void. Refer to the shaded area in the illustration above.
Correction
Clean the area with one of the cleaners listed below and seal with a seam sealer listed below.
Condition 7
Some customers may comment on water pooling up in the corner of the weatherstrip or that the mid-floor is wet.
Cause
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The weatherstrip may allow water to wick in and pool up in the corner. Refer to the arrow in the illustration above.
Correction
Drill a small 3 mm (1/8 in) hole in the interior surface of the weatherstrip. This will allow the water to drain inside the weatherstrip and exit out the
existing holes in the outside of the weatherstrip.
Condition 8
Cause
The power sliding side door cable pass-through grommets may not be seated properly. Refer to the locations shown in the illustration above.
Correction
Make sure the power sliding side door grommets are seated properly. Seal the perimeter with weatherstrip adhesive as necessary.
Condition 9
Cause
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There may be a poor seal in the wheelhouse inner to outer sheet metal. Water is thrown off the wheels and forced up through the unsealed joint.
Refer to the illustration above.
Correction
Important:
Wear safety glasses and use compressed air to dry the area.
1. Clean the surface area with one of the cleaners listed below.
Condition 10
Cause
There may be a void in the sealer between the inner and outer wheel house liner. Refer to the highlight in the illustration above.
Correction
Important:
Wear safety glasses and use compressed air to dry the area.
Clean the surface area with one of the cleaners listed below and then seal the hole with one of the sealers listed below.
Condition 11
Some customers may comment on wet carpet at the rear of the vehicle.
Cause
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The weatherstrip may be turned in on the sides causing poor contact to the liftgate surface. Refer to the arrow in illustration above.
Correction
Condition 12
Some customers may comment on wet carpet at the rear of the vehicle.
Cause
The weatherstrip may be turned down at the top causing poor contact to the liftgate surface. Refer to the illustration above.
Correction
Condition 13
Some customers may comment on wet carpet at the rear of the vehicle.
Cause
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The taillight grommet may not be sealed. Refer to the illustration above.
Correction
Make sure the butyl tape is in place over the taillight grommet.
Condition 14
Some customers may comment that the headliner is wet at the rear of the vehicle.
Cause
The wire harness grommet may not be fully seated. Refer to the illustration above.
Correction
Weatherstrip Adhesive
GM Weatherstrip Adhesive Gel (Black), P/N 12345097 (in Canada, use P/N 10953479)
Cleaning Solvents
^ Kent Acrosol(TM)
Seam Sealer
^ Dominion Sure Seal Heavy Duty Drip Check LSC, Item # 9019
TECHNICAL
Subject:
Rattle Type Noise Coming from Front of Vehicle
(Install Front Brake Caliper Service Kit)
Models:
This bulletin is being revised to remove Chevrolet Lumina from the Models section and to update the condition information. Please discard
Corporate Bulletin Number 01-05-23-11 (Section 05 - Brakes).
Condition
Some customers may comment about a rattle type noise coming from the front of the vehicle. This noise usually occurs at vehicle speeds under 48
km/h (30 mph) and while driving over bumps. The noise can usually be eliminated by a light application of the brake pedal.
Cause
This condition may be caused by too much clearance between the front brake caliper bracket and the caliper pins in the bottom of the bracket bores.
Correction
Install front brake caliper service kits to both sides of the vehicle using the following service procedure. Each kit contains 2 pins, 2 boots, and 2
packets of grease.
Service Procedure
1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in General Information.
4. Install a large C-clamp (2) over the top of the brake caliper and against the back of the outboard brake pad.
5. Tighten the C-clamp until the caliper piston is pushed into the caliper bore enough to slide the caliper off the rotor.
7. Remove the caliper pin bolts (3) and discard. New bolts are supplied with the service kit.
8. Remove the caliper (1) from the caliper bracket (2) and support the caliper with heavy mechanic's wire, or equivalent.
9. Using a flat bladed tool or punch, carefully tap the caliper pin boots from the brake caliper bracket and discard.
10. Remove and discard the bushings from the brake caliper bracket bores. Carefully insert a small screwdriver into the brake caliper bracket
bore, then rotate and pull the bushing outward to remove.
11. Remove the brake pads from the brake caliper bracket.
12. Thoroughly clean the brake caliper bracket bores of all lubricant.
14. Lubricate the brake caliper bracket bores. Divide the large packet of grease, P/N 18046532; put one-half packet into each bore.
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15. Lubricate the new caliper pin boots. Use the small packet of grease, P/N 18046645, only on the bottom internal threads (2).
16. Install the new caliper pin boots into the caliper pin bores (3) on the bracket. Carefully tap boots into bores using a deep well socket or
equivalent.
17. Install the caliper over the rotor and onto the caliper bracket. Ensure that the caliper pin boots are not pinched.
Important:
The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing caliper pin, or bottom pin, is a solid design.
18. Install the new caliper pin bolts (1). It is important to note which caliper pin is designed for the correct bore. The leading caliper pin, or top
pin, has a bushing as part of the assembly. The trailing caliper pin, or bottom pin, is a solid design. Ensure that the bolt boots fit securely in
the groove of the pin bolts. Be sure not to pinch or tear the boots. If the boots are damaged, they must be replaced.
Tighten
19. Remove the 2 wheel nuts retaining the rotor to the hub.
21. Install both the front tire and wheel assemblies. Tighten the wheel nuts using the J 39544 kit.
Parts Information
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Warranty Information
TECHNICAL
Subject:
Interior and Exterior Lamps Vary in Brightness
(Replace Generator Voltage Regulator Ground Screw)
Models:
2000-2001 Chevrolet Impala (With 3800 Engine and Police or Taxi Package)
2000-2001 Chevrolet Venture
2000-2001 Oldsmobile Silhouette
2000-2001 Pontiac Montana
Condition
Some customers may comment that the interior and/or the exterior lamps vary in intensity (flicker).
Correction
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Replace the voltage regulator attaching screw with the screw and washer from the service kit following the procedure outlined.
3. Remove the voltage regulator ground screw (1). (This is the recessed screw located 1/3 of the way from the large battery cable attachment to
the generator harness.) Use a stubby # 2 Phillips screwdriver to break it loose and then loosen the screw with a small pocket screwdriver. The
screw may hang up on the plastic cover on the rear of the generator. If this happens, use a pocket screwdriver inserted between the screw and
the cover. The screw will pop out when a little sideways pressure is applied.
4. Install the screw and washer from the kit through the voltage regulator and into the generator case.
Tighten
Parts Information
Warranty Information
TECHNICAL
Subject:
Road Noise Heard Behind Front Seats (Seal Sheet Metal Seams)
Models:
1997-2002 Chevrolet Venture
1997-2002 Oldsmobile Silhouette
1997-2002 Pontiac TransSport, Montana
Condition
Some customers may comment that road noise can be heard coming from the area behind the front seats.
Cause
This condition may be caused by an open sheet metal seam in the metal support panel between the frame rail and the rocker panel.
Correction
1. Raise the vehicle on a hoist. Refer to Lifting and Jacking the Vehicle in the General Information Subsection of the Service Manual.
2. Locate the support panel between the underbody frame rail and the rocker panel. It is in the middle of the underbody of the vehicle just
behind the front doors. The support panels on both sides of the vehicle must be sealed.
3. Clean both the front and back sides of the support panel as required.
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4. Apply Medium Body Seam Sealing Compound, P/N 12378500 (in Canada, P/N 10952233), to the front side of the support panel at the
locations shown by the arrows in the illustration. Use a small brush to force the sealer into the open seams and corners of the support panel.
5. Apply Medium Body Seam Sealing Compound, P/N 12378500 (in Canada, P/N 10952233), to the rear side of the support panel at the
locations shown by the arrows in the illustration. Use a small brush to work the sealer into the open seams and corners of the support panel.
Parts Information
Warranty Information
DISCLAIMER
Technical Service Bulletin # 02-08-67-006B Date: 030301
TECHNICAL
Subject:
Roof Perforation (Replace Roof)
Models:
1997-2003 Chevrolet Venture
1997-2003 Oldsmobile Silhouette
1997-2003 Pontiac TranSport/Montana
This bulletin is being revised to add another condition in the Labor Operation Warranty Table. Please discard Corporate Bulletin Number
02-08-67-006A (Section 08 - Body and Accessories).
Important:
Implementation of this service bulletin by "GM of Canada" dealers requires prior District Service Manager approval.
Condition
Some customers may comment that there is rust forming around the front or rear portion of the roof.
Cause
During production, the E-coating (ELPO primer) may have been missed in concealed areas of the front or rear portions of the outer roof panel.
Correction
Important:
Partial repairs to the roof panel are not permitted.
1. Remove the headliner. Refer to Headliner Replacement in the Interior Trim subsection of the Service Manual (SI document ID # 508247).
This document ID can only be found under 2003; however, this procedure covers 1997-2002 also.
2. Replace the roof. Refer to Roof Outer Replacement in the Collision Repair subsection of the Service Manual (SI document ID # 875050).
This document ID can only be found under 2003; however, this procedure covers 1997-2002 also.
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Important:
Adhesive Bonding is the preferred installation method.
3. Reinstall the headliner. Refer to Headliner Replacement in the Interior Trim subsection of the Service Manual.
Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 02-08-58-005B Date: 050209
TECHNICAL
Subject:
Models:
2005 Buick Terraza
1997-2005 Chevrolet Venture
2005 Chevrolet Uplander
1997-2004 Oldsmobile Silhouette
1997-2004 Pontiac TransSport, Montana
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2005 Pontiac Montana SV6
2005 Saturn Relay
Supercede:
This bulletin is being revised to add model years and models. Please discard Corporate Bulletin Number 02-08-58-005A (Section 08 - Body and
Accessories).
Condition
Some customers may comment on a Windnoise from the base of the windshield (right and/or left side). The concern is most apparent while driving
in a crosswind.
Cause
This condition may be caused by improperly sealed sheet metal seams in the cowl.
Correction
Apply seam sealer to the sheet metal seams just below the lower corners of the windshield.
1. Remove the air inlet grille. Refer to the Air Inlet Grille Panel Replacement procedure in the Body Front End Sub-section of the Service
Manual.
2. Locate the sheet metal seams at the base of the windshield on both sides of the cowl. Refer to the dotted line in the illustration above for the
location. Left side shown. Right side typical.
3. Apply Medium Body Seam Sealing Compound, P/N 12378500 (in Canada, P/N 10952233), or equivalent, as required, to the sheet metal
seams on both sides of the cowl.
4. Reinstall the air inlet grille. Refer to the Air Inlet Grille Panel Replacement procedure in the Body Front End Sub-section of the Service
Manual.
Parts Information
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Warranty Information
Important:
Saturn Retailers Only: Do NOT claim GM P/N 12378500. It will be necessary to sell Medium Body Seam Sealer to the CSO as "material" using
net item code "M". Claims received in the amount of $2.50 for this part will be accepted. Claims exceeding the amount of $2.50 will be returned
with the Return Reason 143 - Material/Reimbursement > Maximum Allowed.
Air Bag (SIR) On-Off Switch Kits, New Parts and Service
Bulletin Number:
99-09-41-004
Section:
09 - Restraints
Date:
January, 2000
Title:
Frontal Supplemental Inflatable Restraints (SIR) On-Off Switch Kits, New Parts and Procedures
Models:
1988-2000 Passenger Cars and Trucks
This bulletin is being revised to add the 1999 & 2000 model years. Please discard Corporate Bulletin Number 73-90-23 (Section 9 - Accessories).
Never consider installing an air bag on-off switch unless the following conditions are met:
1. The customer presents a letter from NHTSA authorizing the installation of the air bag on-off switch.
2. The dealership gives the customer a copy of the NOTICE TO GM OWNERS ABOUT AIR BAG ON-OFF SWITCHES.
3. The customer still wants the air bag on-off switch installed.
This bulletin includes information regarding switches to turn off and on frontal air bags, additional switch/display light diagnosis, switch
installation kit content descriptions and ordering directions for special pants (if required).
Some time ago, the National Highway Traffic and Safety Administration (NHTSA) announced a new regulation about air bags. The new regulation
includes procedures that will permit the installation of air bag on-off switches for the few customers who, in NHTSA's opinion, fit the criteria for
switches.
Important:
Due to the new regulation, DEALERS SHOULD NO LONGER USE THE INFORMATION ON AIR BAG DISCONNECTION (Corporate
Bulletin # 73-90-12, dated June, 1997). INSTEAD, USE THE INFORMATION INCLUDED WITH THIS BULLETIN.
The switch installation kit contains the necessary components (switch, bracket, attaching hardware, display light, applique, sheet for switch and
light, tie straps and instruction sheets) for system operation.
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Some kits also include a replacement safety belt for certain vehicles that are designed with specific FORCE LIMITING safety belt systems. Special
Owner's Manual inserts are included in the installation kit for system operation review by the owner.
Additional equipment such as a 12 volt test lamp and the J 38125-B (-A or -500 will also apply) Terminal Repair Kit, are required to complete the
switch kit installation. In some cases, scan tools (Tech II or equivalent) may be required to reprogram certain control modules.
The cost of the switch kit and labor to install the switch kit are the responsibility of the customer. Suggested times for installation are in the
illustration.
Important:
In rare instances, the installation of switch(es) may turn on the vehicle air bag warning light. This condition may exist due to the additional
resistance of the switch and harness when added to the SIR system. In these rare instances, a SPECIAL SERVICE ONLY Diagnostic Energy
Reserve Module (DERM) of Sensing and Diagnostic Module (SDM) will be made available to the owner from GMSPO at no charge for the
parts and labor. Prior to ordering and/or installing a switch kit, the customer should be advised that this potential does exist and can be resolved
by one of the following options:
If the light does come on after switch installation (AND PROPER INSTALLATION AND CONNECTIONS HAVE BEEN VERIFIED), advise the
customer that the light has come on and that the vehicle:
^ May be driven with the light on until the special DERM or SDM is available. The switch portion to turn off the air bag will still function
properly, but the warning light will be on until the additional part can be obtained. When the DERM or 5
SDM is available, the customer should return to have the part installed (at no cost to the customer) OR
^ May have the existing air bag system reconnected and leave the switch (inoperative) in the vehicle until the additional part can be obtained.
When the DERM or SDM is available, the customer should return to have the part installed (at no cost to the customer).
The standard SIR system diagnosis can be made by disconnecting the switch from the SIR wiring harness and following the directions for SIR
System Diagnosis found in the appropriate Service Manual.
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SWITCHES
One switch kit will be required for each air bag (driver or passenger) and will be ignition key operated. When the switch is in the OFF position, the
air bag will remain OFF until the switch is turned to the ON position. Turning the switch to the ON position will allow the air bag to function.
The recommended locations for the switches on most vehicles is in the instrument panel glove compartment (center console if vehicle has no glove
compartment) or, in the case of some vans, in the center stowage compartment (see the recommended location illustrations that are provided with
each switch kit).
Important:
Switches or display light indicators MUST NOT be placed on any instrument panel surfaces directly in front of the driver's or passenger's leg or
knee areas.
DISPLAY LIGHT
Each switch requires a display light to indicate the OFF status of the air bag. Each display light includes a harness to be connected to the switch
harness. The recommended mounting locations for the display lights vary, but are typically located at the center front edge of the roof headliner (or
windshield garnish molding) above the rear view mirror (see the recommended location illustrations provided with each switch kit).
Important:
When installed, driver and/or passenger display light(s) must be visible by all front seat occupants.
Important:
Switches or display light indicators MUST NOT be placed on any instrument panel surfaces directly in front of the driver's or passenger's leg or
knee areas.
WIRING CONNECTIONS
In general terms, the switch will be connected IN SERIES with the appropriate air bag (at the service disconnect) and will require additional
connection of a feed wire to an ignition fed circuit and a ground wire to the body to complete the circuit for the display light indicator.
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Diagnostics for the switch and display light are included in the illustrations. As always, the technician should make sure to review the wiring
harness routing and installation for pinching, rubbing and chafing to brackets, braces (etc.) and take appropriate actions to protect the wiring from
those potential conditions.
PARTS INFORMATION
Order the appropriate Installation Kit(s) (passenger, driver, or both) from GMSPO. For kit part numbers and usage, see Group 14.865 of the
appropriate GMSPO Parts Catalog.
If special DERMs or SDMs are required to resolve a WARNING LIGHT ON condition, order the part from GMSPO in the normal manner. For
part numbers and usage see Group 14.865 of the appropriate GMSPO Parts Catalog.
Important:
1995-98 G (Aurora and Riviera) and 1997-00 Y (Corvette) switch kits include replacement safety belts. These belts MUST replace the original
safety belts when installing a switch kit. Aurora and Riviera models built on or after January 1,1998 will include DEPOWERED air bags, and
the safety belts on these vehicles will not be included in switch kits and MUST NOT BE CHANGED. The 1997-00 Corvette models will
require safety belt changes regardless of build dates. The belts will be replaced at no charge for the parts or the labor.
WARRANTY INFORMATION
Switch kits and installation are NOT considered a warranty repair. Pans and labor charges (except for special DERM or SDM and replacement
safety belt installation if required) are the responsibility of the customer. If special DERMs or SDMs are required to resolve a WARNING LIGHT
ON condition, USE THE EXISTING LABOR OPERATION AND TIME ALLOWANCES WITH THE SPECIAL CUSTOMER AND FAILURE
CODES WHEN SUBMITTING CLAIMS:
DERMs
USE LABOR OPERATION C8815, CUSTOMER COMPLAINT CODE WK AND FAILURE CODE 93. USE PUBLISHED LABOR
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OPERATION TIMES.
SDMs
USE LABOR OPERATION C8817, CUSTOMER COMPLAINT CODE WK AND FAILURE CODE 93. USE PUBLISHED LABOR
OPERATION TIMES. When installing switch kits on 1995-98 Aurora, Riviera and 1997-00 Corvette models, the appropriate safety belts must be
replaced. When submitting claims, use the existing labor operation and time allowances with special customer complaint and failure codes. The
LABOR ONLY may be claimed. The cost of the belt is included in the kit price.
USE C9040 RIGHT SIDE ONLY, C9041 LEFT SIDE ONLY OR C9047 FOR BOTH AND INCLUDE THE CUSTOMER COMPLAINT CODE
MH AND FAILURE CODE 93 USE PUBLISHED LABOR OPERATION TIMES.
ADMINISTRATIVE INFORMATION
When the dealer decides to install an air bag on-off switch under NHTSA's new regulation, the dealer should fill out and send to NHTSA the form
entitled INSTALLATION OF AIR BAG ON-OFF SWITCHES. The dealer should also keep:
2. A copy of the letter NHTSA sent to the customer authorizing the switch.
3. A copy of any waiver the dealer obtains from the customer when the switch is installed.
Important:
In addition, the new regulations require dealers to send the original of the customer's signed authorization form to NHTSA at the following
address:
INFORMATION
Subject:
DTCs B1001, B1271 or B1780 Set When Replacing/Reprogramming Other Modules
Models:
1999-2003 Passenger Cars and Trucks
with Class 2 Serial Data Communication Between Modules
This bulletin is being revised to add model years and reflect changes in the Tech 2(R) procedure and filing classification. Please discard Corporate
Bulletin Number 99-06-03-010A (Section 06 - Engine).
Class 2 Serial Data Communication allows control modules (i.e. the Powertrain Control Module (PCM), the Body Control Module (BCM), the
Dash Integration Module (DIM), the Instrument Panel Cluster (IPC), the radio, the Heating, Ventilation and Air Conditioning (HVAC) Controller,
and the Sensing and Diagnostic Module (SDM) to exchange information. This information may be operational information or identification
information. Among the identification information exchanged and compared within these modules is the Vehicle Identification Number (VIN).
Typically the one module, the master module, broadcasts the VIN and all the other modules compare the VIN stored within itself. When the
broadcast VIN does not match the VIN stored within the SDM, the following actions occur:
^ DTC B1001 Option Configuration Error is set and deployment of the airbags is inhibited.
^ DTC B1271 or a DTC B1780 Theft Locked. The VIN information is also used by the radio. When the VIN does not match the VIN stored
within the radio, DTC B1271 or DTC B1780 is set and the radio is inoperative.
Additionally, the master module will compare the SDM's part number (last four digits) to determine if the correct SDM is installed in the vehicle. If
the SDM is the wrong part, a B1001 will also set.
This situation may occur when a vehicle is being repaired. When a PCM or a body control type module is replaced, the VIN information must be
programmed into the replaced (new) control module. A module which has had VIN information entered into it (for example, one taken from
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another vehicle) cannot be reprogrammed. VIN information can only be entered into new modules. The ignition must be ON in order to program
the control module. Since the VIN information is broadcast when the ignition goes to ON from any other ignition switch position, DTCs may be set
in the SDM and/or the radio. Therefore, always follow the specified control module replacement procedures.
1. After completing the repair, turn OFF the ignition for at least 30 seconds.
2. Turn ON the ignition and check for DTCs using a Tech 2(R) scan tool.
If DTCs B1001, B1271, or B1780 are present with a history status, DO NOT REPLACE THE SDM OR THE RADIO.
3. Clear the DTCs from all modules using the Tech 2(R) scan tool.
5. Ensure the proper operation of the SDM by turning OFF the ignition and then turning ON the ignition. The air bag warning indicator should
flash seven times and then go OFF.
Refer to Corporate Bulletin Number 99-09-41-001 for additional information regarding proper reprogramming of the new/replaced module.
Clearing codes from the other modules is part of the replacement and reprogramming procedure for the replaced module. The repair is not complete
unless all codes have been cleared from all modules.
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.
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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
Disclaimer
Technical Service Bulletin # 04-09-40-001 Date: 040105
INFORMATION
Subject:
Correct Location When Servicing Right Side 2nd Row Seat Belt Upper Anchor Bolt
Models:
1997-2004 Chevrolet Venture
1997-2004 Oldsmobile Silhouette
1997-2004 Pontiac Montana
The following information should be used when checking proper seat belt operation or when replacing the right side 2nd row seat belt assembly.
Some of the above listed vehicles may experience a condition where the 2nd row right side seat belt retractor will not release. When the seat belts
are fully extended, they go into a automatic locking mode, or cinch feature. This cinch feature enables the seat belts to stay tight and restrain child
seats developed before the advent of LATCH seats. The cinch feature is engaged by fully extending the seat belt from the retractor. Once engaged,
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the seat belt can retract, but cannot be extended again until the clinch feature is cancelled. The cinch feature is cancelled when the seat belt has fully
retracted.
There are 4 different seating configurations for the second row and two different positions for the seat belt upper anchor bolt. Captain's chairs and
bucket seats use the lower anchor position, while split and full bench seats use the upper position. If a seat belt designed for the bucket or captains
chair is installed in the upper position, it cannot retract far enough to release the cinch feature. If you have a captains chair or bucket with a seat belt
retractor that will not release, check to make sure that the upper anchor bolt is in the lower position on the C-pillar. The bolts are reusable and
self-tapping.
TECHNICAL
Subject:
Tail Lamp/Brake Lamp Bulb Inoperative (Replace Bulb and/or Circuit Board)
Models:
2000-2004 Chevrolet Venture
2000-2004 Oldsmobile Silhouette
2000-2004 Pontiac Montana
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 03-08-42-007 (Section 08 - Body and Accessories).
Condition
Some customers may comment that the upper left hand or right hand tail lamp/brake lamp bulb is inoperative.
Cause
This condition may be the result of moisture entering the lamp housing and changing the bulbs resistance, causing the bulb to burn out and or
melting the circuit board.
Correction
Replace the burned out bulb and the circuit board if needed. Apply dielectric lubricant or dielectric grease to the left hand and right hand tail lamp
bulb terminals.
Refer to Tail Lamp Assembly and or Back up, Sidemarker, Stop, Turn Signal Bulb Replacement in SI.
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Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 00-06-02-001 Date: 000101
Subject:
Engine Running Hot, Overheating and/or Loss of Coolant (Polish Radiator Filler Neck and Replace Radiator Cap)
Models:
1999-2000 Passenger Cars and Trucks with Composite Radiator End Tank
Condition
Cause
The radiator filler neck may have an imperfection in the sealing surface.
Correction
Important:
DO NOT REPLACE THE RADIATOR.
Using a piece of 400 grit wet/dry sandpaper backed with a flat piece of wood, polish the filler neck sealing surface using a circular motion.
Replace the radiator pressure cap with a cap of the same part number as shown in the GM Service Parts Catalog.
Warranty Information
Labor Labor
Operation Description Time
TECHNICAL
Subject:
Brown Colored Gel-Like Substance on Radiator Cap and Upper Filler Neck (Replace Radiator Cap and Clean Radiator Upper Filler Neck)
Models:
1997-2000 Buick Century
1996 Chevrolet Lumina APV
1996-2000 Chevrolet Lumina, Monte Carlo
1997-2000 Chevrolet Venture
2000 Chevrolet Impala
1996-1997 Oldsmobile Cutlass Supreme
1996-2000 Oldsmobile Silhouette
1996-1997 Pontiac Trans Sport
1996-2000 Pontiac Grand Prix
1998-2000 Pontiac Montana
with 3.1L or 3.4L Engine (VINs J, M, E, X - RPOs LG8, L82, LA1, LQ1)
Condition
Some customers may comment about a brown colored gel-like substance on the radiator cap and upper filler neck.
Correction
Important:
This condition is unique to the 3.1L and 3.4L engines and should not be confused with the condition described in Corporate Bulletin Number
99-06-02-012B - Rust in Coolant System.
This condition is almost always confined to the radiator cap and upper filler neck, so it is not necessary to change the coolant. keeping the cooling
system full at all times should eliminate future recurrence. Replace the radiator cap and clean the radiator upper filler neck using the procedure and
part numbers listed below.
^ Slowly rotate the cap counterclockwise to detent. Do not press down while rotating the pressure cap.
^ After all hissing stops, continue to rotate counterclockwise until the cap is removed.
2. Using a shop rag, clean the upper radiator filler neck of any residue.
3. Remove the coolant recovery reservoir if visually contaminated. Refer to the Coolant Recovery Reservoir Replacement procedure in the
Engine Cooling sub-section of the appropriate Service Manual.
4. If necessary, clean the coolant recovery reservoir and all hoses attached to it with soap and water. Rinse the reservoir and hoses with clean
water and drain.
Verify that the coolant can flow freely through the hoses.
5. Install the coolant recovery reservoir. Refer to the Coolant Recovery Reservoir Replacement procedure in the Engine Cooling sub-section of
the appropriate Service Manual.
6. Refill the coolant recovery reservoir with a 50/50 mixture of DEX-COOL(R) and clean drinkable or distilled water to the HOT mark. Fill to
the HOT mark to compensate for any air that may be in the cooling system.
8. Install the new radiator cap, P/N 10409635, making certain the arrows line up with the overflow tube.
9. Instruct the customer of the importance of maintaining the proper coolant level in the radiator and coolant recovery reservoir.
Parts Information
Warranty Information
For vehicles repaired under warranty, use:
Labor Labor
Operation Description Time
J3020 Cap, Radiator Filler - Replace 0.2 hr
Add Cleaning Radiator Upper Filler Neck 0.1 hr
& Coolant Recovery Reservoir
TECHNICAL
Subject:
Grind Noise or No Vehicle Movement when Shifting into Drive or Reverse (Inspect Transaxle, Replace Various Transaxle Components)
Models:
1999-2002 Buick Century, LeSabre, Park Avenue
2002 Buick Rendezvous
1999-2002 Chevrolet Monte Carlo, Venture
2000-2002 Chevrolet Impala
1999-2002 Oldsmobile Intrigue, Silhouette
1999-2002 Pontiac Bonneville, Grand Prix, Montana
2001-2002 Pontiac Aztek
with Transaxle Auto 4-SPD, 4T65-E (RPO MN3)
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Condition
Some customers may comment on a grinding noise when shifting into DRIVE or REVERSE or the vehicle will not move in DRIVE or REVERSE.
Correction
Important:
^ If the vehicle DOES NOT exhibit a grinding condition but DOES exhibit shifting concerns, refer to Corporate Bulletin # 00-07-30-002.
^ When servicing the transaxle side cover gasket, refer to Corporate Bulletin # 01-07-30-032.
^ When servicing the valve body spacer plate and/or gasket, refer to informational Corporate Bulletin # 02-07-30-014.
^ When servicing or replacing the transaxle resulting from this condition, the transaxle cooler MUST be flushed. Refer to informational
Corporate Bulletin # 02-07-30-052.
Follow the service procedure below for diagnosis and correction of the grinding noise condition.
Important:
If metallic debris is found on the transaxle pan magnet, the transaxle must be completely disassembled and cleaned. Failure to properly
clean the transaxle case and internal components may lead to additional unnecessary repeat repairs.
1. Remove the transaxle oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 414136.
2. Remove the transaxle from the vehicle. Refer to the appropriate SI document.
Important:
^ Inspect all the transaxle components for damage or wear. Replace all damaged or worn components. The parts listed below should be
sufficient to correct this concern.
^ This condition does not normally require replacement or reconditioning of the transaxle completely unless there is extensive damage.
Components such as clutches, valve body and torque convertors WILL NOT require replacement to correct this condition.
3. Disassemble the transaxle. Refer to the Transmission Overhaul procedure in Unit Repair, SI Document ID # 633950.
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4. Replace the parts listed above to correct this condition. Refer to Unit Repair Manual, Transmission Overhaul procedure, SI Document ID #
417561; Input and Third Sprag Clutches Disassemble, SI Document ID # 38901; and Input and Third Sprag Clutches Assemble, SI
Document ID # 60415.
5. When servicing or replacing the transaxle resulting from this condition, the transaxle cooler MUST be flushed. Refer to informational
Corporate Bulletin # 02-07-30-052.
Parts Information
Warranty Information
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Important:
^ The recondition transaxle add time is not applicable for this repair. All of the transaxle clutch packs and bushings have not been replaced.
^ The recondition transaxle Carrier/Differential Final Drive Assemble is not applicable for this repair.
Models:
1996-2005 Passenger Cars and Trucks
2002-2005 Saturn Vehicles
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.
TECHNICAL
Subject:
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 94
Chevrolet Venture V6-3.4L VIN E 2419
Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground)
Models:
1995-2000 Passenger Cars and Trucks
Condition
Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an
aftermarket device), blows intermittently.
Cause
Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may
be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the
shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently.
Correction
Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in
material, design or workmanship of the vehicle, it would be the owner's responsibility.
2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility.
3. Refer the customer to the manufacturer of the aftermarket device for a new plug.
Technical Service Bulletin # 00-07-30-007A Date: 020201
TECHNICAL
Subject:
Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp Illuminates (Replace Drive Sprocket Support Bearing)
Models:
1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera
1999-2000 Chevrolet Lumina, Monte Carlo, Venture
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 95
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2000 Chevrolet Impala
1999 Oldsmobile Eighty Eight
1999-2000 Oldsmobile Intrigue, Silhouette
1999-2000 Pontiac Bonneville, Grand Prix, Montana
with 3.4L, 3.5L or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67)
and Hydra-Matic 4T65-E Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard Corporate Bulletin Number 00-07-30-007 (Section
07 - Transmission/Transaxle).
Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian Date prior to 0045 may comment on a whine noise
in PARK and/or NEUTRAL or a Service Engine Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or
P0742 may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any abnormal wear, Turbine shaft for cut seals and/or
nicks, and chain for excessive play due to failed bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before installing the drive sprocket, lubricate the bearing
assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Warranty Information
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Chevrolet Venture V6-3.4L VIN E 2421
TECHNICAL
Subject:
Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and Intermittent Concerns, DTC P1811 or P0748 Set (Replace
Pressure Control Solenoid Valve Assembly)
Models:
1997-1999 Buick Riviera
1997-2002 Buick Park Avenue
1998-2002 Buick LeSabre
1999-2002 Buick Regal
2000-2002 Buick Century
2002 Buick Rendezvous
1997-2001 Chevrolet Lumina
1997-2002 Chevrolet Monte Carlo
1999-2002 Chevrolet Venture
2000-2002 Chevrolet Impala
1997-1999 Oldsmobile Eighty Eight
1997-2002 Oldsmobile Silhouette
1998-2002 Oldsmobile Intrigue
2001-2002 Oldsmobile Aurora (3.5L)
1997-2002 Pontiac Bonneville, Grand Prix
1999-2002 Pontiac Transport/Montana
2001-2002 Pontiac Aztek
with Hydra-Matic 4T65-E (RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate Bulletin Number 00-07-30-002A (Section 07 -
Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh upshifts or harsh garage shifts, soft shifts,
shudders on hard acceleration, or shifts erratic. These conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low
or high line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least three times.
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table shown, to determine if actual versus desired
pressures are within the values specified. The Scan Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle
stopped. This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of 70°C. The pressure will vary with a change in
temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is receiving the correct electrical signal from the
PCM.
Caution:
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury may result it the vehicle moves
unexpectedly.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments. Allow the pressure to stabilize for five seconds
after each pressure change. Read the corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Parts Information
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Warranty Information
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
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.
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.
4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual.
Parts Information
Warranty Information
Disclaimer
INFORMATION
Subject:
Programming the HomeLink(R) Transmitter
Models:
2000-2002 Passenger Cars and Light Duty Trucks with Universal Garage Door Opener (RPO UG1)
If you have customers that are having difficulties programming their HomeLink(R) transmitter, you may suggest the following options:
^ The customer may contact HomeLink(R) directly at 1-800-355-3515 for assistance. Assistance is available in English, French and Spanish
languages.
The website is user-friendly and actively demonstrates how to program the transmitter. Many newer garage door openers have a "rolling code"
feature and the website does a great job of guiding the owner through the entire programming process.
The HomeLink(R) phone number, website address, and other useful information can also be found in Section 2 of the Owner's Manual under
HomeLink(R) Transmitter.
TECHNICAL
Subject:
Excessive Lateral Movement of Some Aftermarket Child Seats (Replace Rear Seat Buckle)
Models:
2005 Buick Terraza
1997-2004 Chevrolet Venture
2005 Chevrolet Uplander
1997-2004 Oldsmobile Silhouette
1997-99 Pontiac Trans Sport
1999-2004 Pontiac Montana
2005 Pontiac Montana SV6
2005 Saturn Relay
Supercede:
This bulletin is being revised to add models and the 2005 model year and remove the Opel model. Please discard Corporate Bulletin Number
00-09-40-001B (Section 09 - Restraints).
Condition
Some customers may comment on excessive lateral movement (side to side) when using certain aftermarket child seats. This condition occurs in
vehicles equipped with second and third row bucket seats (RPO AL4).
Correction
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Install a replacement rear seat belt buckle assembly in order to correct this condition.
Important:
This replacement buckle should be used only if the customer is experiencing this condition when using after aftermarket child seat. The
customer should be made aware that the replacement buckle is only available in graphite. You may make the original seat belt buckle assembly
available to the customer for possible reinstallation at a later date. A copy of the procedure below MUST be provided to the customer if the
original seat belt buckle assembly is returned.
For general passenger use, rear seat belt buckle assembly replacements should be made with the original color-coded parts and part numbers as
identified in the Service Parts Catalog.
Removal Procedure
Tools Required
J 29843-9 Door Lock Striker and Seat Belt TORX Wrench (T-50)
Important:
Avoid damaging the bucket seat cushion cover when removing the rear seat belt buckle assembly.
1. Move the seat cushion cover away from the buckle side in order to expose the bolt.
2. Use the J 29843-9 in order to remove the bolt securing the buckle side belt from the seat.
Installation Procedure
1. Use the J 29843-9 to install the bolt securing the buckle side belt to the seat.
Tighten
Tighten the rear seat buckle belt bolt to 53 N.m (39 lb-ft).
Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 01-08-45-005E Date: 060829
TECHNICAL
Subject:
Hard/No Start, Fuel Gauge Inoperative/Fluctuates, SES/Check Engine Light On, ABS Warning Light On, TCS Warning Light On, TCS Activation,
Service Traction System Message Displayed, All-Wheel Drive Disable Message Displayed, DTCs Set (Repair Connector)
Models:
2002-2006 Buick Rendezvous
2005-2007 Buick Terraza
2000-2005 Chevrolet Venture
2005-2007 Chevrolet Uplander
2000-2004 Oldsmobile Silhouette
2000-2005 Pontiac Montana
2001-2005 Pontiac Aztek
2005-2007 Pontiac Montana SV6
2005-2007 Saturn Relay
Supercede:
This bulletin is being revised to add 2007 model year. Also, additional information was added to the Important statement. Please discard Corporate
Bulletin Number 01-08-45-005D (Section 8 - Body and Accessories).
Condition
TCS activation
These conditions may be intermittent. Upon investigation, the technician may find various DTCs set.
Cause
This condition may be due to water leaking into the interior of the vehicle, and/or spread terminals, at connector C305 that is located on the floor to
the rear of the driver's seat. This connector is not sealed from the inside of the vehicle and water may enter the connector causing the terminals to
become corroded. Also, the female terminals of the connector may have become spread apart causing an intermittent poor connection.
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Correction
Inspect the terminals at connector C305 for corrosion or spreading before replacing the fuel module or resistor card kit. Terminals can be accessed
from underneath the vehicle.
Do not attempt to repair any spread female terminals as this will result in a return repair. The female terminal must be replaced.
If the terminals show signs of corrosion, determine the source of the water leak first and repair the water leak before repairing the terminals in
connector C305. Refer to Corporate Service Bulletin Number 01-01-38-009A to determine a potential source for water in the vehicle interior.
Repair any corroded and/or spread female terminals in connector C305. Refer to Repairing Connector Terminals in the Wiring Systems sub-section
of the appropriate service information.
Warranty Information
Disclaimer
Technical Service Bulletin # 01-08-51-004E Date: 061222
Models:
2000-2003 Buick LeSabre
2002-2006 Buick Rendezvous
2000-2005 Cadillac DeVille
2003-2006 Cadillac CTS
2004-2006 Cadillac SRX
2005-2006 Cadillac STS
2006 Cadillac DTS
1997-2005 Chevrolet Trans Sport (Export Only), Venture
1997-2003 Oldsmobile Silhouette
2001-2003 Oldsmobile Aurora
1997-1998 Pontiac Trans Sport
1997-2005 Pontiac Montana
2000-2003 Pontiac Bonneville
This bulletin is being revised to update the affected model years. Please discard Corporate Bulletin Number O1-08-51-004D (Section 08 - Body and
Accessories).
Condition
Some vehicles may have the appearance of blistering or bubbling paint on the top of the hood or under the hood edges and hem flanges.
Correction
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Chevrolet Venture V6-3.4L VIN E 2430
Important:
Always follow your paint manufacturer's instructions for specific product usage.
4. Inspect the hood for paint blistering (top of the hood and under the hood edges and hem flanges).
Important:
Because the hood is made of aluminum only, use clean discs so that the aluminum surface of the hood will not become contaminated with
foreign particles.
5. Clean blister areas by spot media blast or a 3M(R) Roloc clean and strip disc, P/N 07466, or equivalent.
7. Prime the affected area, seal the complete panel perimeter hem flange using 3M # 08370.
8. Refer to your GM 4901M Approved Refinish Materials booklet under the heading of Rigid Substrates (Steel and Aluminum) for product
selection.
The information for the latest GM Approved Refinish Materials booklet is ONLY online at the GM Goodwrench website. Printed books have
been discontinued. Follow these steps to access the site:
^ Go to www.gmgoodwrench.com.
Warranty Information
Disclaimer
Technical Service Bulletin # 04-07-30-013B Date: 070201
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
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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:
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.
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)
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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:
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
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.
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.
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
Force Screw
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.
Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate.
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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.
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.
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Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration.
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.
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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.
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.
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.
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Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 05-08-46-004B Date: 080108
INFORMATION
Subject:
OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R)
System
Models:
2000-2008 GM Passenger Cars and Trucks
2003-2008 HUMMER H2
2006-2008 HUMMER H3
2003-2008 Saturn Vehicles
2005-2008 Saab 9-7X
Supercede:
This bulletin is being revised to add the 2008 model year. Please discard Corporate Bulletin Number 05-08-46-004A (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
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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
With the Tech 2(R) build the vehicle to specifications within the Diagnostics area of the Tech 2(R).
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.
Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen.
Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number.
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).
Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen.
Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone.
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.
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.
Disclaimer
Technical Service Bulletin # 02-08-46-006C Date: 080108
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.
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.
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)
(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
Correction
Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly.
Tools Required
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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.
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
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
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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.
Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover.
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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).
Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 03-06-01-010C Date: 080408
Subject:
Engine Oil or Coolant Leak (Install New Lower Intake Manifold Gasket)
Models:
2000-2003 Buick Century
2002-2003 Buick Rendezvous
1996 Chevrolet Lumina APV
1997-2003 Chevrolet Venture
1999-2001 Chevrolet Lumina
1999-2003 Chevrolet Malibu, Monte Carlo
2000-2003 Chevrolet Impala
1996-2003 Oldsmobile Silhouette
1999 Oldsmobile Cutlass
1999-2003 Oldsmobile Alero
1996-1999 Pontiac Trans Sport
1999-2003 Pontiac Grand Am, Montana
2000-2003 Pontiac Grand Prix
2001-2003 Pontiac Aztek
Supercede:
This bulletin is being revised to update the Parts Information and add an Important statement. Please discard Corporate Bulletin Number
03-06-01-010B (Section 06 - Engine).
Condition
Some owners may comment on an apparent oil or coolant leak. Additionally the comments may range from spots on the driveway to having to add
fluids.
Cause
Lower Intake manifold may be leaking allowing coolant oil or both to leak from the engine.
Correction
Install a new design lower intake manifold gasket. The material used in the gasket has been changed in order to improve the sealing qualities of the
gasket. When replacing the gasket the lower intake manifold bolts must also be replaced and torqued in sequence to a specification.
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Important:
The gasket kit part number listed below now includes the new bolts (4 long bolts and 4 short bolts) with the pre-applied threadlocker on
them. It is no longer necessary to order the bolts separately when ordering gaskets.
Notice:
An oil leak may result if the vertical bolts are not tightened before the diagonal bolts.
Tighten
1. Tighten the vertical lower intake manifold bolts (1) to 7 N.m (62 lb in).
2. Tighten the diagonal lower intake manifold bolts (2) to 7 N.m (62 lb in).
3. Tighten the vertical lower intake manifold bolts (1)to 13 N.m (115 lb in).
4. Tighten the diagonal lower intake manifold bolts (2) to 25 N.m (18 lb ft).
Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 08-07-30-027 Date: 080604
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
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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
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.
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.
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The notches above each sprag must point up as shown when assembled into the outer 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
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
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
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.
2. Remove the transmission from the vehicle. Refer to the appropriate SI document.
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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.
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.
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Parts Information
Warranty Information
Subject:
Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket)
Models:
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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
Cause
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
Disclaimer
Subject:
Marks/Stains on Windshield When Wet (Clean Windshield)
Models:
2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab)
2010 and Prior HUMMER H2, H3
Supercede:
This bulletin is being revised to update the models and model years. Please discard Corporate Bulletin Number 09-08-48-002 (Section 08 - Body
and Accessories).
Condition
Some owners may comment that marks/stains appear on the windshield when the windshield is wet.
Cause
This condition may be caused by contact between the windshield and the vacuum hoses or other tools used in the assembly process. This contact
may leave a residue that creates a water repellent surface on the glass which, in wet conditions, appear as marks/stains on the surface.
Correction
Important
DO NOT REPLACE THE WINDSHIELD FOR THIS CONDITION.
To clean the windshield, use Eastwood Glass Polishing Compound*. Follow the manufacturer's directions for product use. Use only hand tools. DO
NOT USE POWER TOOLS.
Parts Information
http://www.eastwoodco.com/
*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.
Warranty Information
Disclaimer
Subject:
Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated
Models:
2010 and Prior GM Passenger Cars and Trucks (Including Saturn)
2010 and Prior HUMMER H2, H3
2010 and Prior Saab 9-7 X
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.
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.
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.
Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating)
Models:
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:
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.
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).
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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)).
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.
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
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Disclaimer
Subject: Information on Eliminating Noise in Audio System When Using Portable Playback Device
Models:
..........................................................................................................................................................................................................................................
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 06-08-44-015A (Section 08 - Body and
Accessories).
..........................................................................................................................................................................................................................................
Some portable audio equipment may be susceptible to certain types of electronic noise present in the vehicle's 12V power outlet.
- If the audio device is capable of being self-powered (battery), use it that way instead of plugging it into the vehicle's power outlet.
- Have the customer purchase a Ground Loop Isolator, such as *Radio Shack Catalog #270-054. This device plugs in between the radio and
the customer's audio device. It is packed with one included Y-Adapter. If purchasing the *Radio Shack product, you will require an
additional Y-Adapter (Catalog #274-369). This device should be installed between the audio player and the AUX input of the vehicle radio.
These catalog numbers are stocked nationally at *Radio Shack Retail Stores in the U.S. and are currently available. Other similar products are
available through other electronics or car stereo retailers defined as Ground Loop Isolators.
Parts Information
Parts are currently available nationally in the U.S. through *Radio Shack retail locations or through the mail at Radio Shack direct ordering
1-800-843-7422. In Canada, parts are available nationally through *The Source By Circuit City retail locations or at www.thesourcecc.com.
*We believe these sources 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 these firms or for any such items that
may be available from other sources.
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Disclaimer
Technical Service Bulletin # 05-08-51-008C Date: 090622
Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust)
Models:
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories).
Condition
Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust.
Cause
Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces.
Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material
can lay on top of, or become embedded in, the paint surface.
Correction
Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on
horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials
recommended to repair rail dust or iron dust:
Caution
Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When
working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions
closely because it may require special handling and disposal.
If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated.
After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation.
Procedure
1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM
THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS.
2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover.
3. Perform the removal process according to the chemical manufacturer's directions.
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Once the damage has been repaired, the final step involves a polishing process.
If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location.
Important
Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition.
Important
In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time
should be submitted in the "Other Labor Hours" field.
Disclaimer
Subject: Clear Stain or Film on Inside Perimeter of Windshield Glass (Clean/Polish Glass)
Models:
2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab)
2010 and Prior HUMMER H2, H3
Condition
Some customers may comment on a clear stain or film on the inside of the windshield glass. This condition appears along the outer edges of the
glass along the top, bottom or A-pillar areas. Normal glass cleaning procedures will not remove the stain.
Cause
The assembly plant uses a clear sealer/primer on the outer edge of the windshield glass to improve adhesion to the urethane adhesive that bonds the
windshield glass to the vehicle body. Excess sealer/primer may drip or flow onto the windshield and cause a stain. Once the sealer/primer dries, it
may appear to have etched the glass.
Correction
Note
A "white" type of toothpaste is recommended for this repair. Gel-type toothpaste may provide less satisfactory results.
Use a small amount of toothpaste on a soft, cotton cloth to polish the stained area. It may be necessary to wrap the cloth around a paint stir stick or a
similar tool to reach the lower corners of the windshield glass.
After polishing the glass, clean the inside of the windshield glass with a clean, damp, cotton cloth and verify all of the stain is removed. Do not use
any cleaners or solvents - use only clean warm water.
Disclaimer
Subject: Repair Information for Reconnection of Rear Window Defroster Contact or Tab
Models:
Supercede:
This bulletin is being revised to add the 2010 model year. Please discard Corporate Bulletin Number 03-08-48-006F (Section 08 - Body and
Accessories).
Repair Suggestions
In many cases the terminal tab will still be in the connector when you examine the vehicle. For Chevrolet Tahoe, Suburban, GMC Yukon, and
Cadillac Escalade vehicles (with moveable glass), always replace the defroster tab (GM P/N 25916031) and the defroster electrical power connector
(P/N 12034110). For all other vehicles, reconnect the original defroster tab.
In most applications it is preferable to create a new solder connection to reattach a separated rear defroster tab. If you take note of the steps below,
it is possible to create a new solder joint that is equal to, or stronger than, the original. The generic procedure below is not very time intensive, but
does include minor preparation work to create a good bonding surface. Be sure to follow each of the steps, as combined they will produce the
strongest bond possible. Please consider the following before attempting the repair:
- Soldering introduces significant heat to the glass window of the vehicle. When performing the re-connection of the tab, use only the heat
required to do the job. Pre-heat the soldering iron and have the solder in your other hand, ready to go, the moment you have enough heat to
melt the solder.
- If it is winter, bring the vehicle into the service garage and remove any snow from the back window area. Allow time for the glass to warm to
the temperature inside the building. Soldering creates a "hot spot" in the glass. DO NOT solder on cold glass.
Caution
Heating the glass excessively, or repeatedly without time to cool, may result in glass breakage. ALWAYS wear safety glasses when
performing this repair!
- You MUST use a silver-bearing solder to make the connection. DO NOT attempt this repair with conventional tin/lead alloy solders. Silver
bearing solder will adhere to the electrical buss bar, making a strong and lasting repair.
- Protect surfaces under the area to be soldered. It is very easy to drip solder when performing this repair. Pacing a shop towel under the
soldering area is sufficient protection.
Soldering Procedure
1. It is imperative to remove and replace the rear defroster electrical power connector by crimping a new connector to the feed wire. The proper
connector P/N 12034110 can be found in the Packard Electrical Assortment, Tray 18, Position 5.
- Insert Delphi pick 12094430 to depress the locking tab on the terminal.
- Insert Delphi pick 12094429 to release the secondary lock tab.
Important
DO NOT re-use the existing defroster tab on new-style full-size utility vehicles with moveable glass.
2. Connect the electrical connector to the defroster tab. Fully engage the connector. An improperly seated connector may cause excessive
resistance and impede the proper operation of the defroster. Add a small bead of solder to mate the electrical connector tab to the defroster
tab.
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3. Prepare the surface of the used defroster tab (not required for new tabs on new-style full-size utility models) and the defroster buss bar with
fine grain (500 grit) sandpaper or Emery cloth. It is not necessary to remove all of the original solder, but it should be scuffed sufficiently so
that no oxidation is present. The photo above shows a close up of a properly prepared surface.
Tip
You may want to mask the glass around the contact area with tape. This is easy to do and will allow you to safely prepare the contact surface
without the risk of scratching the glass or the black painted shading.
Important
Most rear glass has a black painted masking around the edge of the glass. When cleaning up the connection surface, be very careful
not to damage the surface of the black shading or the surface of the glass.
4. Wipe the newly prepared contact area with Kent Automotive* Acrysol(TM) (or equivalent) to remove any residual oil or dirt.
Important
You MUST use a silver-bearing solder to make the solder joint. DO NOT attempt this repair with conventional tin/lead alloy solders.
Most suppliers have this type of solder available and it is available nationally at Radio Shack(R)*. It is sold in several diameters and either
are acceptable for this repair.
5. For this step, it is permitted that two technicians be used if required. Heat the new connector on the surface of the buss bar that is to be
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soldered. Long nose pliers are suggested to hold the electrical connector and the defroster tab in place. Keep the solder ready and begin
flowing out the solder as soon as the melting temperature has been reached.
Tip
If a single technician is attempting this repair, it is beneficial to wrap one turn of the solder around the new contacts base. In this manner, as
the melting point of the solder is reached, a layer is deposited on the bottom side of the contact.
Important
Try to align the new contact so that it is positioned with the same orientation as the original contact.
6. The above illustrates an ideal finished solder joint. Additional stray solder will not harm the performance of the bond; however, while it is
unlikely that customers may refer to the appearance of the rear window defroster and its components as a positive styling feature of the
vehicle interior, it is easy to elicit the opposite reaction due to a poor cosmetic application.
*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
Acrysol(TM) can be ordered directly from Kent Automotive at 1-800-654-6333 (in Canada, 1-800-563-1717).
Radio Shack(R) products can be found nationally at retail locations, www.radioshack.com, or at 1-800-843-7422.
In Canada, use The Source by Circuit City(TM) - www.thesourcecc.ca or telephone 1-866-454-4426 (for English) or 1-866-544-4431 (for French),
or at an equivalent retail location.
Disclaimer
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
Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel.
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.
- 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
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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.
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
Important
The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair.
Disclaimer
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:
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
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.
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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.
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
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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.
Disclaimer
Models:
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.
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 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
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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.
Important
The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order.
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.
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.
Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern.
Disclaimer
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SECTION:
01 - HVAC
DATE:
January, 2000
TITLE:
HVAC Lack of Performance - Single A/C System Only (Evacuate & Recharge A/C System)
MODELS:
1998-2000 Chevrolet Venture
1998-2000 Oldsmobile Silhouette
1998-2000 Pontiac Trans Sport
With C60 Air Conditioner Frt, Manual Controls (Not C34)
Built from SOP thru VIN Breakpoint YD150489 for 2000 Models Only
CONDITION:
Some customers may comment on a lack of performance of the air conditioning system in hot, humid weather.
CAUSE:
This condition may be due to an undercharged air conditioning system during the vehicle assembly process.
CORRECTION:
1. Perform the Cooling Insufficient, A/C System check. Refer to the HVAC Systems-Manual sub-section of the Service Manual. If a condition
is identified, make the appropriate repair. If no abnormal condition is identified, proceed to the next step.
2. Evacuate and recharge the A/C system with 1.08 kg (2.375 lbs) of R-134a.
3. Replace the A/C evaporator label with P/N 10443319. This label will allow future service technicians to know how much refrigerant is
required by the system.
4. Inspect/test the A/C system for signs of leaks, both visually and with the A/C leak tester.
5. If a leak is found, perform the recommended repair. Refer to the HVAC Systems-Manual sub-section of the Service Manual.
6. If no leaks are found, perform the Cooling Insufficient, A/C System check. Refer to the HVAC Systems-Manual sub-section of the Service
Manual. If a condition is identified, make the appropriate repair. If no abnormal condition is identified, return the vehicle to the owner.
PARTS INFORMATION
WARRANTY INFORMATION
*The 0.6 hr includes the time required to install the new label.
If an evacuate and recharge was required, add 0.9 hr to the base time for evacuating and recharging the HVAC System.
This is a unique Labor Operation Number for use only with this bulletin. This number will not be published in the Labor Time Guide.
TECHNICAL
Subject:
Slow/Non-Moving (Chatters/Noisy) Glass, Bent Regulator Arms or Window is inoperative (Replace Run Channel and/or Weatherstrip)
Models:
1997-2000 Chevrolet Venture
1997-2000 Oldsmobile Silhouette
1997-1999 Pontiac Trans Sport
1999-2000 Pontiac Montana
Condition
Some customers may comment that the front door glass is slow or noisy when moving up or down or the window is inoperative.
Cause
The window run channel may be adjusted improperly which may cause the following:
^ The glass wears through the flocking on the weatherstrip and allows direct contact between the glass and the rubber of the weatherstrip, which
causes drag.
^ Bent regulator arms may be due to glass drag from the run window channel.
Correction
Adjust the window run channel upper attachment full forward and the lower attachment full rearward. Replace run channel and/or weatherstrip, if
necessary.
Parts Information
Warranty Information
Disclaimer
Procedure
1. Remove the door switch plate.
5. Remove the trim panel retainers and remove the trim panel.
9. Raise the glass to gain access to the lower sash channel retaining clips. Push in on the retainers and slide the sash channel to release the glass.
12. Remove the bolts from the run channel and remove the run channel from the door.
15. Spray the backside of the new weatherstrip with window cleaner for ease of installation and install the weatherstrip.
Tighten
Tighten the nuts to 10 Nm (89 lb in).
17. Install the window run channel in the door and leave the retaining bolts finger tight.
18. With the window run channel installed, move the upper attachment full forward and the lower attachment full rearward.
Tighten
Tighten to 10 Nm (89 lb in).
23. Install the water deflector using a 50.8 mm (2 in) wallpaper roller. Starting at the bottom center and working outboard, roll out the butyle
adhesive up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store.
26. Attach the electrical connectors to the switch and install the switch.
27. Install the door handle bezel.Technical Service Bulletin # 08-07-30-035A Date: 100101
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08-07-30-035A - 01/01/2010
This TSB number 08-07-30-035A, dated 01/01/10 has been superceded by TSB number 08-07-30-035B , dated 11/01/10
Technical Service Bulletin # 05-06-04-022F Date: 101001
05-06-04-022F - 10/01/10
This TSB number 05-06-04-022F, dated 10/01/10 has been superceded by TSB number 05-06-04-022G , dated 10/27/10
Technical Service Bulletin # 00-07-30-009B Date: 091101
00-07-30-009B - 11/01/09
This TSB number 00-07-30-009B, dated 11/01/09 has been superceded by TSB number 00-07-30-009D , dated 02/24/10
Technical Service Bulletin # 06-08-64-001 Date: 061201
06-08-64-001 - 12/01/06
This TSB number 06-08-64-001, dated 12/01/06 has been superceded by TSB number 06-08-64-001B , dated 10/20/09
Technical Service Bulletin # 06-08-64-001A Date: 091001
06-08-64-001A - 10/01/09
This TSB number 06-08-64-001A, dated 10/01/09 has been superceded by TSB number 06-08-64-001B , dated 10/20/09
Technical Service Bulletin # 05-03-08-002 Date: 051201
05-03-08-002 - 12/01/05
This TSB number 05-03-08-002, dated 12/01/05 has been superceded by TSB number 05-03-08-002C , dated 10/16/09
Technical Service Bulletin # 05-03-08-002A Date: 081019
05-03-08-002A - 10/19/08
This TSB number 05-03-08-002A, dated 10/19/08 has been superceded by TSB number 05-03-08-002C , dated 10/16/09
Technical Service Bulletin # 05-03-08-002B Date: 091001
05-03-08-002B - 10/01/09
This TSB number 05-03-08-002B, dated 10/01/09 has been superceded by TSB number 05-03-08-002C , dated 10/16/09
Technical Service Bulletin # 06-00-89-051B Date: 081201
06-00-89-051B - 12/01/08
This TSB number 06-00-89-051B, dated 12/01/08 has been superceded by TSB number 10-00-89-010 , dated 05/27/10
Technical Service Bulletin # 06-08-64-007 Date: 061201
06-08-64-007 - 12/01/06
This TSB number 06-08-64-007, dated 12/01/06 has been superceded by TSB number 06-08-64-007A , dated 09/22/08
Technical Service Bulletin # 04-07-30-017 Date: 080101
04-07-30-017 - 01/01/08
This TSB number 04-07-30-017, dated 01/01/08 has been superceded by TSB number 04-07-30-017B , dated 11/25/08
Technical Service Bulletin # 04-06-04-036D Date: 080401
04-06-04-036D - 04/01/08
This TSB number 04-06-04-036D, dated 04/01/08 has been superceded by TSB number 04-06-04-036E , dated 05/08/08
Technical Service Bulletin # 04-08-50-006 Date: 040601
04-08-50-006 - 06/01/04
This TSB number 04-08-50-006, dated 06/01/04 has been superceded by TSB number 04-08-50-006D , dated 09/09/10
Technical Service Bulletin # 04-08-50-006A Date: 071201
04-08-50-006A - 12/01/07
This TSB number 04-08-50-006A, dated 12/01/07 has been superceded by TSB number 04-08-50-006D , dated 09/09/10
Technical Service Bulletin # 04-06-04-054 Date: 070101
04-06-04-054 - 01/01/07
This TSB number 04-06-04-054, dated 01/01/07 has been superceded by TSB number 04-06-04-054A , dated 01/11/07
Technical Service Bulletin # 03-08-48-006 Date: 060101
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 151
Chevrolet Venture V6-3.4L VIN E 2476
03-08-48-006 - 01/01/06
This TSB number 03-08-48-006, dated 01/01/06 has been superceded by TSB number 03-08-48-006G , dated 02/26/10
Technical Service Bulletin # 03-07-30-043 Date: 060501
03-07-30-043 - 05/01/06
This TSB number 03-07-30-043, dated 05/01/06 has been superceded by TSB number 03-07-30-043A , dated 05/25/06
Technical Service Bulletin # 05-06-04-013 Date: 050101
05-06-04-013 - 01/01/05
This TSB number 05-06-04-013, dated 01/01/05 has been superceded by TSB number 04-06-04-036E , dated 05/08/08
Technical Service Bulletin # 43-17-01 Date: 050901
43-17-01 - 09/0/05
This TSB number 43-17-01, dated 09/01/05 has been superceded by TSB number 05-08-51-008C , dated 06/22/09
Technical Service Bulletin # 43-17-01A Date: 051001
43-17-01A - 10/01/05
This TSB number 43-17-01A, dated 10/01/05 has been superceded by TSB number 05-08-51-008C , dated 06/22/09
Technical Service Bulletin # 43-17-01B Date: 051019
43-17-01B - 10/19/05
This TSB number 43-17-01B, dated 10/19/05 has been superceded by TSB number 05-08-51-008C , dated 06/22/09
Technical Service Bulletin # 00-06-01-012A Date: 050208
00-06-01-012A - 02/08/05
This TSB number 00-06-01-012A, dated 02/08/05 has been superceded by TSB number 00-06-01-012C , dated 04/14/08
Technical Service Bulletin # 02-01-39-004 Date: 020112
02-01-39-004 - 01/12/02
This TSB number 02-01-39-004, dated 01/12/02 has been superceded by TSB number 02-01-39-004B , dated 11/16/05
Technical Service Bulletin # 00-06-04-033 Date: 000617
00-06-04-033 - 06/17/00
This TSB number 00-06-04-033, dated 06/17/00 has been superceded by TSB number 00-06-04-033B , dated 10/10/06
Technical Service Bulletin # 01-08-51-004A Date: 050701
01-08-51-004A - 07/01/05
This TSB number 01-08-51-004A, dated 07/01/05 has been superceded by TSB number 01-08-51-004E , dated 12/22/06
Technical Service Bulletin # 02-07-30-001B Date: 050501
02-07-30-001B - 05/01/05
This TSB number 02-07-30-001B, dated 05/01/05 has been superceded by TSB number 02-07-30-001G , dated 03/19/08
Technical Service Bulletin # 01-08-45-005B Date: 050401
01-08-45-005B - 04/01/05
This TSB number 01-08-45-005B, dated 04/01/05 has been superceded by TSB number 01-08-45-005E , dated 08/29/06
Technical Service Bulletin # 02-06-03-011 Date: 020601
02-06-03-011 - 06/01/02
This TSB number 02-06-03-011, dated 06/01/02 has been superceded by TSB number 05-06-03-002C , dated 04/17/08
Technical Service Bulletin # 01-08-46-008B Date: 050101
01-08-46-008B - 01/01/05
This TSB number 01-08-46-008B, dated 01/01/05 has been superceded by TSB number 01-08-46-008D , dated 01/15/08
Technical Service Bulletin # 99-08-44-001A Date: 010301
99-08-44-001A - 03/01/01
This TSB number 99-08-44-001A, dated 03/01/01 has been superceded by TSB number 99-08-44-001B , dated 03/01/01
Technical Service Bulletin # 99-07-30-016 Date: 020901
99-07-30-016 - 09/01/02
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 152
Chevrolet Venture V6-3.4L VIN E 2477
This TSB number 99-07-30-016, dated 09/01/02 has been superceded by TSB number 99-07-30-016B , dated 10/01/02
Technical Service Bulletin # 73-90-23 Date: 000101
73-90-23 - 01/01/00
This TSB number 73-90-23, dated 01/01/00 has been superceded by TSB number 99-09-41-004 , dated 01/01/00
Technical Service Bulletin # 73-90-12 Date: 000101
73-90-12 - 01/01/00
This TSB number 73-90-12, dated 01/01/00 has been superceded by TSB number 99-09-41-004 , dated 01/01/00
Technical Service Bulletin # 40-05-01C Date: 991001
40-05-01C - 10/01/99
This TSB number 40-05-01C, dated 10/01/99 has been superceded by TSB number 99-00-89-019B , dated 02/01/02
Technical Service Bulletin # 04-06-04-047B Date: 041201
04-06-04-047B - 12/01/04
This TSB number 04-06-04-047B, dated 12/01/04 has been superceded by TSB number 04-06-04-047I , dated 08/17/09
Technical Service Bulletin # 00-07-30-022A Date: 041101
00-07-30-022A - 11/01/04
This TSB number 00-07-30-022A, dated 11/01/04 has been superceded by TSB number 00-07-30-022D , dated 06/10/08
Technical Service Bulletin # 02-08-48-001 Date: 031202
02-08-48-001 - 12/02/03
This TSB number 02-08-48-001, dated 12/02/03 has been superceded by TSB number 02-08-48-001B , dated 03/29/06
Technical Service Bulletin # 02-07-30-052A Date: 030207
02-07-30-052A - 02/07/03
This TSB number 02-07-30-052A, dated 02/07/03 has been superceded by TSB number 02-07-30-052F , dated 09/09/09
Technical Service Bulletin # 01-08-46-008 Date: 011101
01-08-46-008 - 11/01/01
This TSB number 01-08-46-008, dated 11/01/01 has been superceded by TSB number 01-08-46-008D , dated 01/15/08
Technical Service Bulletin # 00-08-64-015 Date: 010201
00-08-64-015 - 02/01/01
This TSB number 00-08-64-015, dated 02/01/01 has been superceded by TSB number 00-08-64-015A , dated 02/01/01
Technical Service Bulletin # 00-00-89-008B Date: 031101
00-00-89-008B - 11/01/03
This TSB number 00-00-89-008B, dated 11/01/03 has been superceded by TSB number 00-00-89-008F , dated 07/28/06
Technical Service Bulletin # 99-00-89-019A Date: 001201
Subject:
Safety Belt Locking Conditions (Normal Operating Characteristic)
Models:
2005-2010 Passenger Cars and Light Duty Trucks (Including Saturn)
2005-2010 HUMMER H2, H3
2005-2009 Saab 9-7X
Supercede:
This bulletin is being revised to add the 2009 and 2010 model years. Please discard Corporate Bulletin Number 05-09-40-002B (Section 09 -
Restraints).
The purpose of this bulletin is to explain when the front safety belts are supposed to lock. There are several different locking situations.
Vehicle Sensing
This type of locking occurs in response to the vehicle under the following conditions:
- The vehicle changes speed or direction abruptly (the vehicle goes into high acceleration OR high deceleration or there is aggressive
cornering).
- It can also occur in a static condition when a vehicle is parked on a large slant (fore-aft or side-to-side), such as streets in San Francisco,
California.
- It may also occur over rough road conditions where the retractor mechanism is bounced into a locked condition.
In all of these conditions, as long as tension is maintained on the webbing, the belt will stay locked. When the tension is released, the belt retracts
slightly, the lock bar disengages and the safety belt should return to normal function. Please inform customers that may comment that "the belt
locks intermittently" that this is the design intent and the belt is functioning properly.
Web Sensing
This type of locking occurs in response to the extraction of webbing. When the webbing reels out at an accelerated rate, it goes into lock mode and
stays there until tension is again released. To observe this condition, extract the webbing quickly. Customers may refer to this condition as
"intermittent lock-up" and encounter it when trying to put the belt on too quickly.
This type of locking is provided at the right front passenger position of most vehicles. When the webbing is pulled all the way out, it automatically
converts the retractor into a cinch-down mode (i.e. ALR). This is typically used to tightly secure a child seat to the vehicle. Some customers may
experience inadvertent activation of ALR mode if they happen to pull the belt all the way out to the end of travel while they are putting the belt on.
The ALR mode of operation is automatically cancelled when the belt is unfastened and stowed (the belt returns to normal sensitive function).
Corvette only - This locking mechanism is also provided at the driver's position of the Corvette only, as a unique feature. Corvette customers may
find this feature appealing when they plan to operate the vehicle in a "spirited" manner (such as driving in mountainous terrain). With the ALR
active, the operator is snugly cinched into the seat and kept firmly in place during high G-force driving maneuvers.
Overspool Lock
There is an unintentional locking condition that ALL safety belts from ALL manufacturers may experience called "overspool lock". If the webbing
snaps back to the stowed position rapidly enough, the retractor will lock with the belt fully stowed. This is more likely to occur when customers
"help" the belt to retract. Without the weight of the latch plate and friction to slow the retractive speed of the webbing, the higher than normal
webbing retraction speed that occurs engages the locking mechanism when a sudden stop occurs at the end of web travel. Since the webbing is now
fully loaded on the spool, the retractor cannot rewind itself further to release the locking mechanism. When this happens, the belt cannot be pulled
out to wear. When customers bring their vehicle to the dealership with this condition, they believe replacement is necessary. Replacement is not
necessary for this condition. All the Service Advisor needs to do is pull hard on the locked webbing and then release. The hard pull extracts a small
amount of webbing from the retractor which, in turn, permits a small amount of retraction to occur when released. This is all that is needed to
disengage the locking mechanism. The safety belt will now function properly.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 160
Chevrolet Venture V6-3.4L VIN E 2485
Disclaimer
Driveline - Clunk
This TSB number 99-04-20-002, dated 12/01/99 has been superceded by TSB number 99-04-20-002F , dated 11/03/09
Technical Service Bulletin # 01-07-31-002 Date: 011101
TECHNICAL
Subject:
Various Driveability Symptoms Due to Clogged Fuel Injectors, MIL/SES DTCs P0171, P0172, P0174, P0300, P1174, P1175 (Clean Fuel Injectors
and/or Perform Injector Test With AFIT - CH47976)
Models:
2000-2007 GM Passenger Cars and Light Duty Trucks (Including Saturn)
2003-2007 HUMMER H2
2006-2007 HUMMER H3
2005-2007 Saab 9-7X
with 2.2L, 2.4L, 2.8L, 3.1L, 3.4L, 3.5L, 3.8L, 4.2L, 4.3L, 4.8L, 5.3L, 6.0L, 6.2L or 8.1L Engine (VINs F, D, 4, 5, T, 8, J, E, H, L, 6, K, S, X, V, T,
M, N, U, H, Y, 8, G - RPOs L61, LN2, L43, LD9, LK5, LG8, LA1, LX5, LX9, L52, L36, LL8, LU3, LR4, LM7, LH6, LQ9, LQ4, LS2, L76, L92,
L18)
Supercede:
This bulletin is being revised to update the model years and models, the procedure (recommended specifically for MULTEC(R) 2 injectors) and
recommend cleaning solutions and/or testing with AFIT - CH47976. Please discard Corporate Bulletin Number 03-06-04-030A (Section 06 -
Engine/Propulsion System).
Condition
Some customers may comment on any of the following various driveability symptoms:
Hard to Start
Hesitation
Lack of Power
Surge or Chuggle
Rough Idle
Cause
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 167
Chevrolet Venture V6-3.4L VIN E 2492
Due to various factors, the fuel injectors may become restricted. Extensive testing has demonstrated that fuel related issues are the cause of clogged
injectors. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the
engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms.
Parts Information
Injector Worksheet
Disclaimer
Correction
Correction
Fuel injector restrictions, deposits can be cleaned on the vehicle using the following procedure. Under NO circumstances should this procedure be
modified, changed or shortened. As a long term solution, and to prevent reoccurrence, customers should be encouraged to use Top Tier Detergent
Gasoline. For further information on Top Tier detergent gasoline and fuel retailers, please refer to the following Corporate Bulletin Numbers:
GM UPPER ENGINE AND FUEL INJECTOR CLEANER is the only injector cleaning agent approved for use with General Motors fuel system
components.
Other injector cleaners may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory testing of GM
Upper Engine and Fuel Injector Cleaner, and can assure its compatibility with General Motors fuel system components, as long as the cleaning
procedure is followed correctly.
* One bottle of GM Upper Engine and Fuel Injector Cleaner, P/N 88861802 (in Canada, P/N 88861804)
* One bottle of GM Fuel System Treatment Plus, P/N 88861011 (in Canada, P/N 88861012)
Some dealers may not have an Active Fuel Injector Tester (AFIT - CH47976). Dealers can contact 1-800-GM-TOOLS (1-800-468-6657) to order
an AFIT - CH47976. Dealers still can test the fuel injectors without an AFIT. Refer to Fuel Injector Diagnosis (w/J 39021 or Tech 2(R)) in SI.
As mentioned in the AFIT User Guide, vehicles that are not listed in the AFIT menu can still be tested with the AFIT. Depending on the model, it
may be possible to enter the previous model year and proceed with testing using the DLC connection. If this is not possible on the model that you
are working on, it will be necessary to use the direct connection method outlined in the AFIT User Guide (See Pages 17-31).
General Motors recommends that the Active Fuel Injector Tester (AFIT) be used in testing fuel injectors. If the SI diagnostics do not isolate a cause
for this concern, use the Active Fuel Injector Tester (AFIT - CH47976) to perform an "Injector Test" as outlined in the AFIT User Guide.
The AFIT "Injector Test" measures the flow characteristics of all fuel injectors, which is more precise when compared with the standard Tech 2(R)
fuel injector balance test. As a result, the AFIT is more likely to isolate the cause of a P1174 DTC (for example: if it is being caused by a fuel
injector concern).
The CH-47976 (Active Fuel Injector Tester - AFT) can also be used to measure fuel pressure and fuel system leak down. Also, as mentioned in the
P1174 SI diagnosis, if the misfire current counters or misfire graph indicate any misfires, it may be an indicator of the cylinder that is causing the
concern. Refer to Fuel Injector Diagnosis (W/CH 47976) in SI for additional instructions.
Training (U.S.)
To access the training video on AFIT, take the following path at the GM Training Website:
After logging into the gmtraining.com website, choose the link on the left side of the page titled web video library.
Next, within the search box, type in September course number 10206.09D.
This will bring up a link with this course. Scroll through to choose feature topic."
At this point, the seminar can be chosen to view or the video related to the AFIT.
Additional training is available from the gmtraining.comwebsite. Please see TECHassist 16044.18T2 Active Fuel Injector Tester and also see
16043.51D Engine Mechanical Diagnosis & Measurement for more information on GM Upper Engine and Fuel Injector Cleaner.
Training (Canada)
To access the training video on AFIT, take the following path at the GMPro LMS Training Website:
After logging into the <www.gmprocanada.com> website, choose the link on the left side of the page titled "Catalog."
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 172
Chevrolet Venture V6-3.4L VIN E 2497
Next, within the search box, Select Course Number - Contains - "T" then select search.
This will bring up a list of TECHassist courses. Scroll through to choose "Active Fuel Injector Tester" and select "View."
At this point, a new window will open and the program can be Launched.
Techlink
Additional information can be found on AFIT (June 2006 Edition) and GM Upper Engine and Fuel Injector Cleaner (November 2006 Edition) in
Techlink. To access the articles, take the following path:
Click on 06-2006 in the Archives Section and Click on the Active Fuel Injector Tester Link in the June 2006 Techlink Article. Click on 11-2006 in
the Archives Section and Click on the GM Top Engine Cleaner Replaced Link in the November 2006 Techlink Article.
GM UPPER ENGINE AND FUEL INJECTOR 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 GM Upper Engine and Fuel Injector Cleaner be added to the vehicle fuel tank.
Do not exceed the recommended cleaning solution concentration. Testing has demonstrated that exceeding the recommended cleaning solution
concentration does not improve the effectiveness of this procedure.
Vehicles with less than 160 km (100 mi) on the odometer should not have the injectors cleaned. These vehicles should have any out of specification
injectors replaced.
For 4, 5 and 6 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J
35800-A, injector cleaning tank. If you are using any other brand of cleaning tank, you will need a total of 60 ml (2 oz) mixed with 420 ml (14 oz)
of regular unleaded gasoline.
For 8 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J 35800-A,
injector cleaning tank. If you are using any other brand of cleaning tank, you will need a total of 60 ml (2 oz) of Upper Engine and Fuel Injector
Cleaner mixed with 420 ml (14 oz) of regular unleaded gasoline. This procedure will need to be repeated for a second time for an 8 cylinder engine
(8 cylinder engines receive 960 ml total fluid - 120 ml (4 oz) of Upper Engine and Fuel Injector Cleaner and 840 ml (28 oz) of gasoline.
Fill the injector cleaning tank with regular unleaded gasoline. Be sure to follow all additional instructions provided with the tool.
Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped.
Relieve fuel pressure and disconnect the fuel feed and return lines at the fuel rail. Plug the fuel feed and return lines coming off the fuel rail with J
37287, J 42873 or J 42964 as appropriate for the fuel system.
Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes.
Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped.
Remove the J 37287, J 42873 or J 42964 and reconnect the vehicle fuel feed and return lines.
Start and idle the vehicle for an additional two minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 173
Chevrolet Venture V6-3.4L VIN E 2498
Pour the entire contents of GM Fuel System Treatment Plus (P/N 88861011 [in Canada, P/N 88861012]) into the tank and advise the customer to
fill the tank.
Review the benefits of using Top Tier Detergent gasoline with the customer and recommend that they add a bottle of GM Fuel System Treatment
Plus to the fuel tank at every oil change. Regular use of GM Fuel System Treatment Plus should keep the customer from having to repeat the
injector cleaning procedure.
Road test the vehicle to verify that the customer concern has been corrected.
TECHNICAL
Subject:
Various Driveability Symptoms Due to Clogged Fuel Injectors, MIL/SES DTCs P0171, P0172, P0174, P0300, P1174, P1175 (Clean Fuel Injectors
and/or Perform Injector Test With AFIT - CH-47976)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 175
Chevrolet Venture V6-3.4L VIN E 2500
Models
Supercede:
This bulletin is being revised to update the model year to 2008. Please discard Corporate Bulletin Number 03-06-04-030E (Section 06 -
Engine/Propulsion System).
Condition
Some customers may comment on any of the following various driveability symptoms:
Hard to Start
Hesitation
Lack of Power
Surge or Chuggle
Rough Idle
Cause
Due to various factors, the fuel injectors may become restricted. Extensive testing has demonstrated that fuel related issues are the cause of clogged
injectors. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the
engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms.
Correction
Fuel injector restrictions, deposits can be cleaned on the vehicle using the following procedure. Under NO circumstances should this procedure be
modified, changed or shortened. As a long term solution, and to prevent reoccurrence, customers should be encouraged to use Top Tier Detergent
Gasoline. For further information on Top Tier detergent gasoline and fuel retailers, please refer to the following Corporate Bulletin Numbers:
GM UPPER ENGINE AND FUEL INJECTOR CLEANER is the only injector cleaning agent approved for use with General Motors fuel system
components. Other injector cleaners may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory
testing of GM Upper Engine and Fuel Injector Cleaner, and can assure its compatibility with General Motors fuel system components, as long as
the cleaning procedure is followed correctly.
* One bottle of GM Upper Engine and Fuel Injector Cleaner, P/N 88861802 (in Canada, P/N 88861804)
* One bottle of GM Fuel System Treatment Plus, P/N 88861011 (in Canada, P/N 88861012)
Some dealers may not have an Active Fuel Injector Tester (AFIT- CH-47976). Dealers can contact 1-800-GM-TOOLS (1-800-468-6657) to order
an AFIT - CH-47976. Dealers still can test the fuel injectors without an AFIT. Refer to Fuel Injector Diagnosis (w/J 39021 or Tech 2(R)) in SI.
As mentioned in the AFIT User Guide, vehicles that are not listed in the AFIT menu can still be tested with the AFIT. Depending on the model, it
may be possible to enter the previous model year and proceed with testing using the DLC connection. If this is not possible on the model that you
are working on, it will be necessary to use the direct connection method outlined in the AFIT User Guide (See Pages 17-31).
General Motors recommends that the Active Fuel Injector Tester (AFIT) be used in testing fuel injectors. If the SI diagnostics do not isolate a cause
for this concern, use the Active Fuel Injector Tester (AFIT - CH-47976) to perform an Injector Test as outlined in the AFIT User Guide.
The AFIT Injector Test measures the flow characteristics of all fuel injectors, which is more precise when compared with the standard Tech 2(R)
fuel injector balance test. As a result, the AFIT is more likely to isolate the cause of a P1174 DTC (for example: if it is being caused by a fuel
injector concern).
The CH-47976 (Active Fuel Injector Tester - AFIT) can also be used to measure fuel pressure and fuel system leak down. Also, as mentioned in the
P1174 SI diagnosis, if the misfire current counters or misfire graph indicate any misfires, it may be an indicator of the cylinder that is causing the
concern. Refer to Fuel Injector Diagnosis (w/CH-47976) in SI for additional instructions.
Training (U.S.)
To access the training video on AFIT, take the following path at the GM Training Website:
After logging into the gmtraining.com website, choose the link on the left side of the page titled web video library.
Next, within the search box, type in September course number "10206.09D".
This will bring up a link with this course. Scroll through to choose "feature topic"."
At this point, the seminar can be chosen to view or the video related to the AFIT.
Additional training is available from the gmtraining.com website. Please see TECHassist 16044.18T2 Active Fuel Injector Tester and also see
16044.14D1 GM Powertrain Performance for more information on GM Upper Engine and Fuel Injector Cleaner.
Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE) on the web at http://www.gmde.net/AFIT.cfm.
Training (Canada)
To access the training video on AFIT, take the following path at the GMPro LMS Training Website:
After logging into the <www.gmprocanada.com> website, choose the link on the left side of the page titled "Catalog."
Next, within the search box, Select Course Number - Contains - "T" then select search.
This will bring up a list of TECHassist courses. Scroll through to choose "Active Fuel Injector Tester" and select "View."
At this point, a new window will open and the program can be Launched.
Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE) on the web at
http://www.gmde.net/softwareupdates/.
Techlink
Additional information can be found on AFIT (June 2006 Edition) and GM Upper Engine and Fuel Injector Cleaner (November 2006 Edition) in
Techlink. To access the articles, take the following path:
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 177
Chevrolet Venture V6-3.4L VIN E 2502
Click on 06-2006 in the Archives Section and Click on the Active Fuel Injector Tester Link in the June 2006 Techlink Article.
Click on 11-2006 in the Archives Section and Click on the GM Top Engine Cleaner Replaced Link in the November 2006 Techlink Article.
GM UPPER ENGINE AND FUEL INJECTOR 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 GM Upper Engine and Fuel Injector Cleaner be added to the vehicle fuel tank.
Do not exceed the recommended cleaning solution concentration. Testing has demonstrated that exceeding the recommended cleaning solution
concentration does not improve the effectiveness of this procedure.
Vehicles with less than 160 km (100 mi) on the odometer should not have the injectors cleaned. These vehicles should have any out of specification
injectors replaced.
For 4, 5 and 6 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J
35800-A - Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will
need a total of 60 ml (2 oz) mixed with 420 ml (14 oz) of regular unleaded gasoline.
For 8 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J 35800-A -
Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will need a
total of 60 ml (2 oz) of Upper Engine and Fuel Injector Cleaner mixed with 420 ml (14 oz) of regular unleaded gasoline. This procedure will need
to be repeated for a second time for an 8 cylinder engine (8 cylinder engines receive 960 ml total fluid - 120 ml (4 oz) of Upper Engine and Fuel
Injector Cleaner and 840 ml (28 oz) of gasoline.
Electrically disable the vehicle fuel pump by either removing the fuel pump fuse or the fuel pump relay and disconnecting the oil pressure switch
connector, if equipped.
Relieve fuel pressure and disconnect the fuel feed and return lines at the fuel rail. Plug the fuel feed and return lines coming off the fuel rail with J
37287, J 42873 or J 42964 as appropriate for the fuel system.
Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes.
Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped.
Remove the J 37287, J 42873 or J 42964 and reconnect the vehicle fuel feed and return lines.
Start and idle the vehicle for an additional two minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines.
Pour the entire contents of GM Fuel System Treatment Plus (P/N 88861011 [in Canada, P/N 88861012]) into the tank and advise the customer to
fill the tank.
Review the benefits of using Top Tier Detergent gasoline with the customer and recommend that they add a bottle of GM Fuel System Treatment
Plus to the fuel tank at every oil change. Regular use of GM Fuel System Treatment Plus should keep the customer from having to repeat the
injector cleaning procedure. Road test the vehicle to verify that the customer concern has been corrected.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 178
Chevrolet Venture V6-3.4L VIN E 2503
Parts Information
Disclaimer
TECHNICAL
Subject:
Various Driveability Symptoms Due to Clogged Fuel Injectors, MIL/SES DTCs P0171, P0172, P0174, P0300, P1174, P1175 (Clean Fuel Injectors
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 180
Chevrolet Venture V6-3.4L VIN E 2505
and/or Perform Injector Test With AFIT - CH-47976)
Models
Supercede:
This bulletin is being revised to update the service information in step number 3 under Injector Cleaning Procedure and update the Warranty
Information (excluding Saab U.S. Models). Please discard Corporate Bulletin Number 03-06-04-030D (Section 06 - Engine/Propulsion System).
Condition
Some customers may comment on any of the following various driveability symptoms:
Hard to Start
Hesitation
Lack of Power
Surge or Chuggle
Rough Idle
Cause
Due to various factors, the fuel injectors may become restricted. Extensive testing has demonstrated that fuel related issues are the cause of clogged
injectors. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the
engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms.
Correction
Fuel injector restrictions, deposits can be cleaned on the vehicle using the following procedure. Under NO circumstances should this procedure be
modified, changed or shortened. As a long term solution, and to prevent reoccurrence, customers should be encouraged to use Top Tier Detergent
Gasoline. For further information on Top Tier detergent gasoline and fuel retailers, please refer to the following Corporate Bulletin Numbers:
GM UPPER ENGINE AND FUEL INJECTOR CLEANER is the only injector cleaning agent approved for use with General Motors fuel system
components. Other injector cleaners may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory
testing of GM Upper Engine and Fuel Injector Cleaner, and can assure its compatibility with General Motors fuel system components, as long as
the cleaning procedure is followed correctly.
* One bottle of GM Upper Engine and Fuel Injector Cleaner, P/N 88861802 (in Canada, P/N 88861804)
* One bottle of GM Fuel System Treatment Plus, P/N 88861011 (in Canada, P/N 88861012)
Some dealers may not have an Active Fuel Injector Tester (AFIT - CH-47976). Dealers can contact 1-800-GM-TOOLS (1-800-468-6657) to order
an AFIT - CH-47976. Dealers still can test the fuel injectors without an AFIT. Refer to Fuel Injector Diagnosis (W/ J 39021 or Tech 2(R)) in SI.
As mentioned in the AFIT User Guide, vehicles that are not listed in the AFIT menu can still be tested with the AFIT. Depending on the model, it
may be possible to enter the previous model year and proceed with testing using the DLC connection. If this is not possible on the model that you
are working on, it will be necessary to use the direct connection method outlined in the AFIT User Guide (See Pages 17-31).
General Motors recommends that the Active Fuel Injector Tester (AFIT) be used in testing fuel injectors. If the SI diagnostics do not isolate a cause
for this concern, use the Active Fuel Injector Tester (AFIT - CH-47976) to perform an Injector Test as outlined in the AFIT User Guide.
The AFIT Injector Test measures the flow characteristics of all fuel injectors, which is more precise when compared with the standard Tech 2(R)
fuel injector balance test. As a result, the AFIT is more likely to isolate the cause of a P1174 DTC (for example: if it is being caused by a fuel
injector concern).
The CH-47976 (Active Fuel Injector Tester - AFIT) can also be used to measure fuel pressure and fuel system leak down. Also, as mentioned in the
P1174 SI diagnosis, if the misfire current counters or misfire graph indicate any misfires, it may be an indicator of the cylinder that is causing the
concern. Refer to Fuel Injector Diagnosis (w/CH-47976) in SI for additional instructions.
To access the training video on AFIT, take the following path at the GM Training Website:
After logging into the gmtraining.com website, choose the link on the left side of the page titled web video library.
Next, within the search box, type in September course number 10206.09D.
This will bring up a link with this course. Scroll through to choose feature topic."
At this point, the seminar can be chosen to view or the video related to the AFIT.
Additional training is available from the gmtraining.com website. Please see TECHassist 16044.18T2 Active Fuel Injector Tester and also see
16043.51D Engine Mechanical Diagnosis & Measurement for more information on GM Upper Engine and Fuel Injector Cleaner.
Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE) on the web at http://www.gmde.net/AFIT.cfm.
To access the training video on AFIT, take the following path at the GMPro LMS Training Website:
After logging into the <www.gmprocanada.com> website, choose the link on the left side of the page titled "Catalog."
Next, within the search box, Select Course Number - Contains - "T" then select search.
This will bring up a list of TECHassist courses. Scroll through to choose "Active Fuel Injector Tester" and select "View."
At this point, a new window will open and the program can be Launched.
Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE) on the web at
http://www.gmde.net/softwareupdates/.
Additional information can be found on AFIT (June 2006 Edition) and GM Upper Engine and Fuel Injector Cleaner (November 2006 Edition) in
Techlink. To access the articles, take the following path:
Click on 06-2006 in the Archives Section and Click on the Active Fuel Injector Tester Link in the June 2006 Techlink Article.
Click on 11-2006 in the Archives Section and Click on the GM Top Engine Cleaner Replaced Link in the November 2006 Techlink Article.
GM UPPER ENGINE AND FUEL INJECTOR 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 GM Upper Engine and Fuel Injector Cleaner be added to the vehicle fuel tank.
Do not exceed the recommended cleaning solution concentration. Testing has demonstrated that exceeding the recommended cleaning solution
concentration does not improve the effectiveness of this procedure.
Vehicles with less than 160 km (100 mi) on the odometer should not have the injectors cleaned. These vehicles should have any out of specification
injectors replaced.
For 4, 5 and 6 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J
35800-A - Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will
need a total of 60 ml (2 oz) mixed with 420 ml (14 oz) of regular unleaded gasoline.
For 8 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J 35800-A -
Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will need a
total of 60 ml (2 oz) of Upper Engine and Fuel Injector Cleaner mixed with 420 ml (14 oz) of regular unleaded gasoline. This procedure will need
to be repeated for a second time for an 8 cylinder engine (8 cylinder engines receive 960 ml total fluid - 120 ml (4 oz) of Upper Engine and Fuel
Injector Cleaner and 840 ml (28 oz) of gasoline.
Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped.
Relieve fuel pressure and disconnect the fuel feed and return lines at the fuel rail. Plug the fuel feed and return lines coming off the fuel rail with J
37287, J 42873 or J 42964 as appropriate for the fuel system.
Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes.
Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped.
Remove the J 37287, J 42873 or J 42964 and reconnect the vehicle fuel feed and return lines.
Start and idle the vehicle for an additional two minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines.
Pour the entire contents of GM Fuel System Treatment Plus (P/N 88861011 [in Canada, P/N 88861012]) into the tank and advise the customer to
fill the tank.
Review the benefits of using Top Tier Detergent gasoline with the customer and recommend that they add a bottle of GM Fuel System Treatment
Plus to the fuel tank at every oil change. Regular use of GM Fuel System Treatment Plus should keep the customer from having to repeat the
injector cleaning procedure. Road test the vehicle to verify that the customer concern has been corrected.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 183
Chevrolet Venture V6-3.4L VIN E 2508
Parts Information
Disclaimer
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 187
Chevrolet Venture V6-3.4L VIN E 2512
TECHNICAL
Subject:
Various Driveability Symptoms Due to Clogged Fuel Injectors, MIL/SES DTCs P0171, P0172, P0174, P0300, P1174, P1175 (Clean Fuel Injectors
and/or Perform Injector Test With AFIT - CH-47976)
Models
Supercede:
This bulletin is being revised to include additional service information in steps 1 and 2 under Injector Cleaning Procedure.
Condition
Some customers may comment on any of the following various driveability symptoms:
Hard to Start
Hesitation
Lack of Power
Surge or Chuggle
Rough Idle
Cause
Due to various factors, the fuel injectors may become restricted. Extensive testing has demonstrated that fuel related issues are the cause of clogged
injectors. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the
engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms.
Correction
Fuel injector restrictions, deposits can be cleaned on the vehicle using the following procedure. Under NO circumstances should this procedure be
modified, changed or shortened. As a long term solution, and to prevent reoccurrence, customers should be encouraged to use Top Tier Detergent
Gasoline. For further information on Top Tier detergent gasoline and fuel retailers, please refer to the following Corporate Bulletin Numbers:
GM UPPER ENGINE AND FUEL INJECTOR CLEANER is the only injector cleaning agent approved for use with General Motors fuel system
components. Other injector cleaners may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory
testing of GM Upper Engine and Fuel Injector Cleaner, and can assure its compatibility with General Motors fuel system components, as long as
the cleaning procedure is followed correctly.
* One bottle of GM Upper Engine and Fuel Injector Cleaner, P/N 88861802 (in Canada, P/N 88861804)
* One bottle of GM Fuel System Treatment Plus, P/N 88861011 (in Canada, P/N 88861012)
Some dealers may not have an Active Fuel Injector Tester (AFIT- CH-47976). Dealers can contact 1-800-GM-TOOLS (1-800-468-6657) to order
an AFIT - CH-47976. Dealers still can test the fuel injectors without an AFIT. Refer to Fuel Injector Diagnosis (w/J 39021 or Tech 2(R)) in SI.
As mentioned in the AFIT User Guide, vehicles that are not listed in the AFIT menu can still be tested with the AFIT. Depending on the model, it
may be possible to enter the previous model year and proceed with testing using the DLC connection. If this is not possible on the model that you
are working on, it will be necessary to use the direct connection method outlined in the AFIT User Guide (See Pages 17-31).
General Motors recommends that the Active Fuel Injector Tester (AFIT) be used in testing fuel injectors. If the SI diagnostics do not isolate a cause
for this concern, use the Active Fuel Injector Tester (AFIT - CH-47976) to perform an Injector Test as outlined in the AFIT User Guide.
The AFIT Injector Test measures the flow characteristics of all fuel injectors, which is more precise when compared with the standard Tech 2(R)
fuel injector balance test. As a result, the AFIT is more likely to isolate the cause of a P1174 DTC (for example: if it is being caused by a fuel
injector concern).
The CH-47976 (Active Fuel Injector Tester - AFIT can also be used to measure fuel pressure and fuel system leak down. Also, as mentioned in the
P1174 SI diagnosis, if the misfire current counters or misfire graph indicate any misfires, it may be an indicator of the cylinder that is causing the
concern. Refer to Fuel Injector Diagnosis (w/CH-47976) in SI for additional instructions.
To access the training video on AFIT, take the following path at the GM Training Website:
After logging into the gmtraining.com website, choose the link on the left side of the page titled web video library.
Next, within the search box, type in September course number 10206.09D.
This will bring up a link with this course. Scroll through to choose feature topic."
At this point, the seminar can be chosen to view or the video related to the AFIT.
Additional training is available from the gmtraining.com website. Please see TECHassist 16044.18T2 Active Fuel Injector Tester and also see
16043.51D Engine Mechanical Diagnosis & Measurement for more information on GM Upper Engine and Fuel Injector Cleaner.
Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE) on the web at http://www.gmde.net/AFIT.cfm.
To access the training video on AFIT, take the following path at the GMPro LMS Training Website:
After logging into the <www.gmprocanada.com> website, choose the link on the left side of the page titled "Catalog."
Next, within the search box, Select Course Number - Contains - "T" then select search.
This will bring up a list of TECHassist courses. Scroll through to choose "Active Fuel Injector Tester" and select "View."
At this point, a new window will open and the program can be Launched.
Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE) on the web at
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 189
Chevrolet Venture V6-3.4L VIN E 2514
http://www.gmde.net/softwareupdates/.
Additional information can be found on AFIT (June 2006 Edition) and GM Upper Engine and Fuel Injector Cleaner (November 2006 Edition) in
Techlink.
Click on 06-2006 in the Archives Section and Click on the Active Fuel Injector Tester Link in the June 2006 Techlink Article.
Click on 11-2006 in the Archives Section and Click on the GM Top Engine Cleaner Replaced Link in the November 2006 Techlink Article.
GM UPPER ENGINE AND FUEL INJECTOR 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 GM Upper Engine and Fuel Injector Cleaner be added to the vehicle fuel tank.
Do not exceed the recommended cleaning solution concentration. Testing has demonstrated that exceeding the recommended cleaning solution
concentration does not improve the effectiveness of this procedure.
Vehicles with less than 160 km (100 mi) on the odometer should not have the injectors cleaned. These vehicles should have any out of specification
injectors replaced.
For 4, 5 and 6 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J
35800-A - Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will
need a total of 60 ml (2 oz) mixed with 420 ml (14 oz) of regular unleaded gasoline.
For 8 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J 35800-A -
Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will need a
total of 60 ml (2 oz) of Upper Engine and Fuel Injector Cleaner mixed with 420 ml (14 oz) of regular unleaded gasoline. This procedure will need
to be repeated for a second time for an 8 cylinder engine (8 cylinder engines receive 960 ml total fluid - 120 ml (4 oz) of Upper Engine and Fuel
Injector Cleaner and 840 ml (28 oz) of gasoline.
Fill the injector cleaning tank with regular unleaded gasoline. Be sure to follow all additional instructions provided with the tool.
Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped.
Relieve fuel pressure and disconnect the fuel feed and return lines at the fuel rail. Plug the fuel feed and return lines coming off the fuel rail with J
37287, J 42873 or J 42964 as appropriate for the fuel system.
Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes.
Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped.
Remove the J 37287, J 42873 or J 42964 and reconnect the vehicle fuel feed and return lines.
Start and idle the vehicle for an additional two minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines.
Pour the entire contents of GM Fuel System Treatment Plus (P/N 88861011 [in Canada, P/N 88861012]) into the tank and advise the customer to
fill the tank.
Review the benefits of using Top Tier Detergent gasoline with the customer and recommend that they add a bottle of GM Fuel System Treatment
Plus to the fuel tank at every oil change. Regular use of GM Fuel System Treatment Plus should keep the customer from having to repeat the
injector cleaning procedure. Road test the vehicle to verify that the customer concern has been corrected.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 190
Chevrolet Venture V6-3.4L VIN E 2515
Parts Information
Disclaimer
Technical Service Bulletin # 03-06-04-030C Date: 070315
TECHNICAL
Subject:
Various Driveability Symptoms Due to Clogged Fuel Injectors, MIL/SES DTCs P0171, P0172, P0174, P0300, P1174, P1175 (Clean Fuel Injectors
and/or Perform Injector Test With AFIT - CH-47976)
Models:
2000-2007 GM Passenger Cars and Light Duty Trucks (Including Saturn)
2003-2007 HUMMER H2
2006-2007 HUMMER H3
2005-2007 Saab 9-7X
with 2.2L, 2.4L, 2.8L, 3.1L, 3.4L, 3.5L, 3.8L, 3.9L, 4.2L, 4.3L, 4.8L, 5.3L, 6.0L, 6.2L or 8.1L Engine (VINs F, D, 4, 5, T, 8, J, E, H, L, 6, K, 1, 2,
R, W, S, X, V, T, M, N, U, H, Y, 8, G - RPOs L61, LN2, L43, LD9, LK5, LG8, LA1, LNJ, LX5, LX9, LZ4, LZE, L52, L36, L67, L26, L32, LZ9,
LZ8, LGD, LL8, LU3, LR4, LM7, LH6, LQ9, LQ4, L52, L76, L92, L18)
Supercede:
This bulletin is being revised to include the 3.9L engines, additional engine RPOs and add claim information under the Parts Information table.
Please discard Corporate Bulletin Number 03-06-04-030B (Section 06 - Engine/Propulsion System).
Condition
Some customers may comment on any of the following various driveability symptoms:
Hard to Start
Hesitation
Lack of Power
Surge or Chuggle
Rough Idle
Cause
Due to various factors, the fuel injectors may become restricted. Extensive testing has demonstrated that fuel related issues are the cause of clogged
injectors. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the
engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms.
Correction
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 195
Chevrolet Venture V6-3.4L VIN E 2520
Fuel injector restrictions, deposits can be cleaned on the vehicle using the following procedure. Under NO circumstances should this procedure be
modified, changed or shortened. As a long term solution, and to prevent reoccurrence, customers should be encouraged to use Top Tier Detergent
Gasoline. For further information on Top Tier detergent gasoline and fuel retailers, please refer to the following Corporate Bulletin Numbers:
GM UPPER ENGINE AND FUEL INJECTOR CLEANER is the only injector cleaning agent approved for use with General Motors fuel system
components. Other injector cleaners may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory
testing of GM Upper Engine and Fuel Injector Cleaner, and can assure its compatibility with General Motors fuel system components, as long as
the cleaning procedure is followed correctly.
* One bottle of GM Upper Engine and Fuel Injector Cleaner, P/N 88861802 (in Canada, P/N 88861804)
* One bottle of GM Fuel System Treatment Plus, P/N 88861011 (in Canada, P/N 88861012)
Some dealers may not have an Active Fuel Injector Tester (AFIT- CH-47976). Dealers can contact 1-800-GM-TOOLS (1-800-468-6657) to order
an AFIT- CH-47976. Dealers still can test the fuel injectors without an AFIT. Refer to Fuel Injector Diagnosis (W/J 39021 or Tech 2(R)) in SI.
As mentioned in the AFIT User Guide, vehicles that are not listed in the AFIT menu can still be tested with the AFIT. Depending on the model, it
may be possible to enter the previous model year and proceed with testing using the DLC connection. If this is not possible on the model that you
are working on, it will be necessary to use the direct connection method outlined in the AFIT User Guide (See Pages 17-31).
General Motors recommends that the Active Fuel Injector Tester (AFIT) be used in testing fuel injectors. If the SI diagnostics do not isolate a cause
for this concern, use the Active Fuel Injector Tester (AFIT - CH-47976) to perform an Injector Test as outlined in the AFIT User Guide.
The AFIT Injector Test measures the flow characteristics of all fuel injectors, which is more precise when compared with the standard Tech 2(R)
fuel injector balance test. As a result, the AFIT is more likely to isolate the cause of a P1174 DTC (for example: if it is being caused by a fuel
injector concern).
The CH-47976 (Active Fuel Injector Tester - AFIT) can also be used to measure fuel pressure and fuel system leak down. Also, as mentioned in the
P1174 SI diagnosis, if the misfire current counters or misfire graph indicate any misfires, it may be an indicator of the cylinder that is causing the
concern. Refer to Fuel Injector Diagnosis (w/CH-47976) in SI for additional instructions.
Training (U.S.)
To access the training video on AFIT, take the following path at the GM Training Website:
After logging into the gmtraining.com website, choose the link on the left side of the page titled "web video library".
Next, within the search box, type in September course number 10206.09D.
This will bring up a link with this course. Scroll through to choose "feature topic".
At this point, the seminar can be chosen to view or the video related to the AFIT.
Additional training is available from the gmtraining.com website. Please see TECHassist 16044.18T2 Active Fuel Injector Tester and also see
16043.51D Engine Mechanical Diagnosis & Measurement for more information on GM Upper Engine and Fuel Injector Cleaner.
Training (Canada)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 196
Chevrolet Venture V6-3.4L VIN E 2521
To access the training video on AFIT, take the following path at the GMPro LMS Training Website:
After logging into the <www.gmprocanada.com> website, choose the link on the left side of the page titled "Catalog."
Next, within the search box, Select Course Number - Contains - "T" then select search.
This will bring up a list of TECHassist courses. Scroll through to choose "Active Fuel Injector Tester" and select "View."
At this point, a new window will open and the program can be Launched.
Techlink
Additional information can be found on AFIT (June 2006 Edition) and GM Upper Engine and Fuel Injector Cleaner (November 2006 Edition) in
Techlink. To access the articles, take the following path:
Click on 06-2006 in the Archives Section and Click on the Active Fuel Injector Tester Link in the June 2006 Techlink Article.
Click on 11-2006 in the Archives Section and Click on the GM Top Engine Cleaner Replaced Link in the November 2006 Techlink Article.
GM UPPER ENGINE AND FUEL INJECTOR 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 GM Upper Engine and Fuel Injector Cleaner be added to the vehicle fuel tank.
Do not exceed the recommended cleaning solution concentration. Testing has demonstrated that exceeding the recommended cleaning solution
concentration does not improve the effectiveness of this procedure.
Vehicles with less than 160 km (100 mi) on the odometer should not have the injectors cleaned. These vehicles should have any out of specification
injectors replaced.
For 4, 5 and 6 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J
35800-A, injector cleaning tank. If you are using any other brand of cleaning tank, you will need a total of 60 ml (2 oz) mixed with 420 ml (14 oz)
of regular unleaded gasoline.
For 8 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J 35800-A,
injector cleaning tank. If you are using any other brand of cleaning tank, you will need a total of 60 ml (2 oz) of Upper Engine and Fuel Injector
Cleaner mixed with 420 ml (14 oz) of regular unleaded gasoline. This procedure will need to be repeated for a second time for an 8 cylinder engine
(8 cylinder engines receive 960 ml total fluid - 120 ml (4 oz) of Upper Engine and Fuel Injector Cleaner and 840 ml (28 oz) of gasoline.
Fill the injector cleaning tank with regular unleaded gasoline. Be sure to follow all additional instructions provided with the tool.
Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped.
Relieve fuel pressure and disconnect the fuel feed and return lines at the fuel rail. Plug the fuel feed and return lines coming off the fuel rail with J
37287, J 42873 or J 42964 as appropriate for the fuel system.
Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes.
Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped.
Remove the J 37287, J 42873 or J 42964 and reconnect the vehicle fuel feed and return lines.
Start and idle the vehicle for an additional two minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines.
Pour the entire contents of GM Fuel System Treatment Plus (P/N 88861011 [in Canada, P/N 88861012]) into the tank and advise the customer to
fill the tank.
Review the benefits of using Top Tier Detergent gasoline with the customer and recommend that they add a bottle of GM Fuel System Treatment
Plus to the fuel tank at every oil change. Regular use of GM Fuel System Treatment Plus should keep the customer from having to repeat the
injector cleaning procedure.
Road test the vehicle to verify that the customer concern has been corrected.
Parts Information
Disclaimer
Technical Service Bulletin # 04-06-04-036B Date: 060512
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 201
Chevrolet Venture V6-3.4L VIN E 2526
Engine Controls - Reprogramming Warranty Coverage
This TSB number 04-06-04-036B, dated 05/12/06 has been superceded by TSB number 04-06-04-036E , dated 05/08/08
Technical Service Bulletin # 04-06-04-036A Date: 060403
INFORMATION
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 204
Chevrolet Venture V6-3.4L VIN E 2529
Subject:
Polymer Service Pistons
Models:
1996 Buick Regal
1996-98 Buick Skylark
1996-01 Buick Century
1996 Chevrolet Beretta, Corsica
1996-01 Chevrolet Lumina, Monte Carlo
1997-01 Chevrolet Malibu
2000-01 Chevrolet Impala, Venture
1996-98 Oldsmobile Achieva
1996-99 Oldsmobile Cutlass
2000-01 Oldsmobile Alero, Silhouette
1996-98 Pontiac Grand Am
1996-01 Pontiac Grand Prix
2000~1 Pontiac Grand Am, Montana
2001 Pontiac Aztek
with 3.1 L or 3.4 L Engine (VINs J, M, E - RP0s LGB, L82, LA1)
This bulletin is being revised to clarify the models and parts information. Please discard Corporate Bulletin Number 01-06-01-010 (Section 06 -
Engine/Propulsion System).
Service pistons with polymer coated piston skirts are available for the above engines. Polymer pistons should be used in these applications any time
piston replacement is necessary.
Notice:
Do not install pistons in model years other than listed in the parts table shown. The design of the LA1 piston assembly is unique to those model
years listed. Damage to the piston, cylinder block or cylinder head may occur if the wrong piston is installed.
Refer to Corporate Service Bulletin Number 01-06-01-002 for revised piston pin installation procedure.
Parts Information
DISCLAIMER
Technical Service Bulletin # 01-06-01-010 Date: 010301
INFORMATION
Subject:
Polymer Service Pistons
Models:
1996 Buick Regal
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 205
Chevrolet Venture V6-3.4L VIN E 2530
1996-98 Buick Skylark
1996-01 Buick Century
1996-01 Chevrolet Lumina, Monte Carlo
1997-01 Chevrolet Malibu
2000-01 Chevrolet Impala, Venture
1996-98 Oldsmobile Achieva
1996-99 Oldsmobile Cutlass
2000-01 Oldsmobile Alero, Silhouette
1996-01 Pontiac Grand Am, Grand Prix
2000-01 Pontiac Montana
2001 Pontiac Aztek
with 3.1 L or 3.4 L Engine (VINs J, M, E - RPOs LG8, L82, LA1)
Service pistons with polymer coated piston skirts are available for the above engines. Polymer pistons should be used in these applications any time
piston replacement is necessary.
Refer to Corporate Service Bulletin Number 01-06-01-002 for revised piston pin installation procedure.
Parts Information
DISCLAIMER
Technical Service Bulletin # 01-06-01-002 Date: 010101
Subject:
Revised Piston Pin Removal/Installation Procedures
Models:
1994-96 Buick Regal
1994-98 Buick Skylark
1994-01 Buick Century
1994-95 Chevrolet Beretta, Corsica
1994-01 Chevrolet Lumina
1995-01 Chevrolet Monte Carlo
1996-01 Chevrolet Venture
1997-01 Chevrolet Malibu
2000-01 Chevrolet Impala
1994-98 Oldsmobile Achieva
1994-99 Oldsmobile Cutlass
1996-01 Oldsmobile Silhouette
1999-01 Oldsmobile Alero
1994-01 Pontiac Grand Am, Grand Prix
1996-99 Pontiac Trans Sport
1999-01 Pontiac Montana
2001 Pontiac Aztek
with 3.1L or 3.4L Engine (VINs J, M, E - RPOs LG8, L82, LA1)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 206
Chevrolet Venture V6-3.4L VIN E 2531
This bulletin is being issued to revise the piston and rod assembly removal/installation procedures in the Engine Section of the Service Manual.
The following steps are provided to assist in the replacement of the piston assemblies.
Tools Required
^ J 24086 Connecting Rod Press
^ J 24086-C Piston Pin Remover/Installer
^ Connecting Rod Oven (Rod Kiln)
Disclaimer
Piston and Connecting Rod Disassemble
Important:
Prior to piston/connecting rod removal, mark or identify the piston/connecting rod assembly, and its orientation to the front of the engine,
before removal.
1. Remove the pistons from the engine following the instructions found in the Engine Repair Section of the Service Manual.
Notice:
A rod kiln MUST be used during assembly of the connecting rod to the piston. If a connecting rod kiln is not available, seek the assistance of a
reputable machine shop with a kiln. Under NO circumstances should an acetylene torch or other uncontrolled heating device be used on
connecting rods, as permanent damage to the connecting rod may result.
Important:
It is not necessary to replace the piston rings, unless they were damaged during the repair process. If the piston rings are to be reused, mark or
identify the location/order of the rings as they correspond to location on the piston being serviced. Refer to ring gap placement instructions
found in the Engine Repair Section of the Service Manual.
2. Using piston ring pliers, remove the piston rings from the piston.
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Chevrolet Venture V6-3.4L VIN E 2532
3. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly.
4. Install the piston and connecting rod assembly onto the J 24086-10.
5. Install the J 24086-107 adapter onto the piston pin, and install the J 24086-88A through the J 24086-10 and onto the J 24086-107.
Important:
The piston and pin are a matched set and are not to be serviced separately.
6. Press the piston pin from the piston and connecting rod assembly.
Piston and Connecting Rod Assemble
1. Install the J 24086-310 fork insert into the J 24086-10 fixture support assembly.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 208
Chevrolet Venture V6-3.4L VIN E 2533
Caution:
Avoid contact with HOT components. Wear safety glasses and protective heat gloves to avoid personal injury!
Notice:
Applying excessive heat to the connecting rod may damage or distort the connecting rod or piston. Connecting rod temperatures should not
exceed 320°C (612°F).
3. Using a connecting rod kiln, heat the piston pin end of the connecting rod to 320°C (612°F).
4. Refer to the above illustration. Assemble the piston, the connecting rod, and the J 24086-6A adapter as shown. Insert the piston and
connecting rod assembly into the J 24086-10 fixture support assembly.
Notice:
After the J 24086-9 installation pin bottoms on the J 24086-10 fixture support assembly, do not exceed a pressure of 35,000 kPa (5,000 psi), or
damage to the connecting rod press may result.
5. Refer to the above illustration. Install the J 24086-105 (2) onto the piston pin. Position the J 24086-9 (1) though the J 24086-10 fixture
support assembly and onto the J 24086-105 (2).
6. Press the J 24086-9 (1) installation pin until it bottoms on the J 24086-10 fixture support assembly.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 209
Chevrolet Venture V6-3.4L VIN E 2534
7. Reinstall the piston rings onto the new piston. Refer to the Engine Repair Section of the Service Manual for proper ring gap positioning.
8. Refer to the above illustration. Install the assembled piston and rod assembly into the engine. Verify that the directional arrows on the top of
the piston point to the front of the engine.
9. Follow the remaining engine assembly instructions found in the Engine Mechanical Section of the Service Manual.
Technical Service Bulletin # 04-06-04-051 Date: 040702
INFORMATION
Subject:
GM Guidelines for Changing Tire and Wheel Assemblies
Models:
2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn)
2008 and Prior HUMMER H2, H3
The purpose of this bulletin is to provide additional information and guidance when changing out tire and wheel assemblies on any General Motors
vehicle. Given the market demand to personalize vehicles with different tire and wheel assemblies, it is important to remind dealers of the vehicle
implications and requirements that are the responsibility of your dealership.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 214
Chevrolet Venture V6-3.4L VIN E 2539
The National Traffic and Canadian Motor Vehicle Safety Act (Safety Act) provides, in part, a dealer may not sell vehicles or equipment that do not
comply with the applicable safety standards. Dealers are prohibited from making inoperative, in whole or in part, any part of a device or element of
design installed on or in a motor vehicle in compliance with an applicable motor vehicle safety standard. Accordingly, a dealer must replace the
vehicle tire and loading placard if, after the dealer installs GM Accessory Wheels and Tires, the information required is no longer accurate.
As a reminder, GM Accessory Wheel and Tire Assemblies are released in approved tire and wheel combinations that have been designed and
validated by GM Engineering for a specific vehicle application. Each GM Accessory wheel contains the appropriate installation instructions which
may include, but not limited to, change to the TPMS (Tire Pressure Monitoring System), updating the ABS Module to reflect correct tire size,
vehicle calibration and updating the tire size information using the Tire Placard insert (as shown in the example).
FMVSS and CMVSS 110, Tire Selection and Rims, requires the "Tire Placard Label Insert" (refer to graphic-English shown - French and Spanish
included for accessory wheels) to be affixed to each vehicle.
Do not use the information offered in the ABS module (tire size selection) as a guide to determine what tires are applicable to the vehicle in
question. Changing the tire size in the ABS module will only affect ABS wheel speed sensor calibrations that are direct inputs to the ABS module.
It will not correct or calibrate the speedometer's accuracy or other sensor values. To verify if GM Accessories offers optional tire and wheel
combinations for a specific vehicle configuration, refer to GM Dealer World - "Accessory Information Center". In Canada, refer to GMinfoNET -
"Product Information - Accessories" located under Parts & Accessories page.
Before non-GM products are installed on new vehicles, dealers should refer to Article 5.1.1 of the GM Dealer Sales and Service Agreement
("Dealer Agreement"). If a dealer modifies or sells a modified new vehicle, or installs any equipment, accessory, recycled part or part not supplied
by General Motors, the dealer must disclose this fact on the purchase order and bill of sales, indicating that the modification, equipment, accessory
or part is not warranted by General Motors. Refer to form "Dealer Disclosure of Non-GM Products Used" in section 3.3 (3.2.1 in Canada) of the
GM Service Policy and Procedures Manual.
Vehicle Repairs:
Refer to Article 7.2 of the Dealer Agreement - The dealer agreement provides that dealers will only use genuine GM or GM approved Parts and
Accessories in performing warranty repairs, special policy repairs and any other repairs paid for by General Motors. This also is addressed in
Article 1.2.4e of the GM Service Policy and Procedures Manual.
TECHNICAL
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 216
Chevrolet Venture V6-3.4L VIN E 2541
Subject:
Multiple Driveability Symptoms Due to Clogged Fuel Injectors (Clean Injectors)
Models
Supercede:
This bulletin is being revised to update the procedure, models and model years. Please discard Corporate Bulletin Number 03-06-04-030 (Section
06 - Engine).
Condition
Some owners may comment on driveability symptoms of long or hard starts, chuggle, rough idle and light or intermittent misfire. The malfunction
indicator lamp (MIL) may also illuminate.
Cause
Due to various factors, the fuel injectors may become restricted. Extensive testing has demonstrated that fuel related issues are the cause of clogged
injectors. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the
engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms.
Correction
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 217
Chevrolet Venture V6-3.4L VIN E 2542
Fuel injector restrictions, deposits, can be cleaned on the vehicle using the following procedure. Under NO circumstances should this procedure be
modified, changed or shortened.
Note:
The recommended mixture amount of GM Top-Engine Cleaner has been increased from 5% used in prior procedures to 10%. This increase was
implemented to improve the effectiveness of the injector cleaning procedure. Follow the cleaning procedure carefully to minimize the risk of
fuel system damage. Testing has demonstrated that exceeding the 10% cleaning solution concentration does not improve the effectiveness of
this procedure. GM Top-Engine Cleaner is the only injector cleaning agent approved for use with General Motors fuel system components.
Other injector cleaners may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory testing of
GM Top-Engine Cleaner, and can assure its compatibility with General Motors fuel system components, as long as the cleaning procedure is
followed correctly.
Important:
This bulletin recommends the use of pre-measured containers of GM Top-Engine Cleaner, P/N 12346535, - U.S. USAGE ONLY. Pre-measured
containers eliminate the need to measure the amount of GM Top-Engine Cleaner being added to the J 35800-A, injector cleaning tool. In
Canada, use P/N 992872. It will be necessary to measure and dispense Top Engine Cleaner into the J 35800-A, injector cleaning tool.
Important:
Analysis of returned Multec II injectors indicate that terminal fretting corrosion may also be responsible for the conditions described in this
bulletin. Since fretting corrosion (microscopic in nature) is nearly impossible to detect in the field, the following steps should be taken to ensure
that fretting corrosion is not an issue before performing any additional diagnostics.
Fretting is a term used to describe a tiny rubbing motion that occurs between two surfaces. Fretting corrosion refers to a build up of insulating,
oxidized debris that forms on electrical connections due to a fretting action at the contact points. Injector vibration, engine vibration, and electrical
harness movement are contributors to the fretting motion.
Depending on how large the build-up of oxide is will determine how drastic the effect will be on the injector circuit. Worst case is a total loss of
continuity in the connection resulting in P0200 (Injector Circuit Fault) and P0300 (Misfire) codes being set. If the oxides create a high resistance
circuit, insufficient current will be available to properly open the injector, resulting in unstable fuel delivery and ultimately a P0300 DTC. High
resistance in the circuit will not necessarily set a DTC P0200. Keep in mind that a connection with fretting corrosion is unstable. Since movement
causes fretting, any vibration may create a condition where the connection varies from an open circuit, to a high resistance connection, to a good
connection.
Important:
Unless intermittent mis-fire due to fretting corrosion is suspected when servicing 3.1 L and 3.4L engines, skip steps 1 through 4. Steps 1
through 4 may be performed at a future date when the upper intake is removed.
When servicing 2.8L, 3.5L or 4.2L engines (VINs 8, 6, S - RPOs LK5, L52, LL8) skip steps 1 through 4 unless replacing injectors.
2. Apply a small amount, about the size of a BB, of dielectric grease, P/N 12377900 (in Canada, P/N 10953529) to the female terminal. Be sure
to cover both cavities.
5. Using the Tech 2(R), perform an injector balance test using the procedure in the appropriate Service Manual. Use the Tech 2(R) to select
each individual injector. Record the pressure drop of each injector on the repair order.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 218
Chevrolet Venture V6-3.4L VIN E 2543
Important:
Technicians must record the results of all injector balance tests and keep them with the repair order. For your convenience, the bulletin
has a worksheet shown for recording the test results.
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Chevrolet Venture V6-3.4L VIN E 2544
6. Subtract the lowest pressure drop, leanest injector, from the highest pressure drop, richest injector. If there is greater than or equal to a 20 kPa
difference between the lowest and highest pressure drop, then the fuel injectors may be the cause of the driveability symptom. See the
example tables shown to determine if cleaning is appropriate.
7. If there is less than a 20 kPa difference, between the highest and lowest fuel pressure drop, the fuel injectors are operating properly and
further Service Manual diagnostics should be performed on the vehicle. All diagnostic time should be added to the appropriate labor
operation for the repair performed and not to injector cleaning.
Although the pressure drop is greater than or equal to 20 kPa, cylinder 2 stands out as being rich when compared to the other injectors. Do
not clean the injectors. Replace injector number 2. Charge time to labor operation J5650.
Important:
When replacing injectors be sure to add dielectric grease to injector electrical connectors.
The pressure drop is greater than or equal to 20 kPa. Injectors 1 and 3 appear to be lean when compared to injectors 2, 4, 5 and 6. Clean and
re-test pressure drop. If cleaning does not restore flow on injectors 1 or 3, replace the detective injector or injectors as necessary. Charge time
to labor operation J5650.
Note:
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 GM
Top-Engine Cleaner be added to the vehicle fuel tank, as it may damage the fuel pump and other system components.
Do not exceed a 10% cleaning solution concentration. Higher concentrations may damage fuel system components. Testing has demonstrated
that exceeding the 10% 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 (10% Top Engine Cleaner/90% Regular Unleaded
Gasoline). That is two tanks of solution for the J 35800-A Fuel Injector Cleaner Tank. 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 (10% Top Engine
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 220
Chevrolet Venture V6-3.4L VIN E 2545
Cleaner/90% Regular Unleaded Gasoline) to insure complete injector cleaning.
Important:
Vehicles with less than 100 miles (160 km) on the odometer should not have the injectors cleaned. These vehicles should have any out of
specification injectors replaced.
1. For U.S. dealers, empty 2 pre-measured GM Top-Engine Cleaner containers, 24 ml (0.812 oz) each, P/N 12346535, into the J 35800-A,
injector cleaning tank. For Canadian Dealers, measure and dispense 48 ml (1.62 oz) of Top-Engine Cleaner, P/N 992872, into the J 35800-A,
injector cleaning tank. 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.
2. Fill the injector cleaning tank with regular unleaded gasoline. Be sure to follow all additional instructions provided with the tool.
3. Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped.
5. Relieve fuel pressure and disconnect the fuel feed and return lines at the fuel rail. Plug the fuel feed and return lines coming off the fuel rail
with J 37287, J 42873 or J 42964 as appropriate for the fuel system.
8. Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes.
10. Refill the J 35800-A injector cleaning tank per steps 1 and 2.
11. Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes.
14. Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped.
15. Remove the J 37287, J 42873 or J 42964 and reconnect the vehicle fuel feed and return lines.
16. Start and idle the vehicle for an additional 2 minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines.
17. Repeat Step 5 of the Injector Balance Test and record the fuel pressure drop from each injector.
18. Subtract the lowest fuel pressure drop from the highest fuel pressure drop. If the value is less than 15 kPa, no additional action is required. If
the value is greater than or equal to 15 kPa, replace the injector assembly with the lowest fuel pressure drop. Follow injector replacement
procedures outlined in the appropriate Service Manual Information for the vehicle. Repeat balance test to ensure that all injectors fall within
15 kPa.
19. Add one ounce (30 ml) of Fuel System Treatment, P/N 12345104 (Canada P/N 89020804), to the vehicle fuel tank for each gallon (3.78 L) of
gasoline estimated to be in the fuel tank. Instruct the customer to add the remainder of the bottle of Fuel System Treatment to the vehicle fuel
tank at the next fill-up.
20. Advise customer to change brands of fuel and to add GM Fuel System Treatment at every oil change. Regular use of GM Fuel System
Treatment should keep the customer from having to repeat the injector cleaning procedure.
21. Road test the vehicle to verify that the customer concern has been corrected.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 221
Chevrolet Venture V6-3.4L VIN E 2546
Parts Information
Warranty Information
Disclaimer
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 222
Chevrolet Venture V6-3.4L VIN E 2547
TECHNICAL
Subject:
Multiple Driveability Symptoms Due to Clogged Fuel Injectors (Clean Injectors)
Models:
2000-2003 Buick Century, LeSabre, Park Avenue, Regal
2002-2003 Buick Rendezvous
2002-2003 Cadillac Escalade, Escalade EXT
2003 Cadillac Escalade ESV
2000 Chevrolet S-10
2000-2002 Chevrolet Camaro, Lumina
2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Silverado, Suburban, Tahoe, Venture
2001-2003 Chevrolet Express
2002-2003 Chevrolet Astro, Avalanche, Trailblazer
2003 Chevrolet Blazer, S-10, Trailblazer EXT
2000 GMC Sonoma
2000-2003 GMC Sierra, Yukon, Yukon XL
2001-2003 GMC Denali, Denali XL Savana
2002-2003 GMC Envoy, Safari
2003 GMC Envoy XL, Jimmy, Sonoma
2000-2003 Oldsmobile Alero, Silhouette
2002-2003 Oldsmobile Bravada
2000-2001 Pontiac Transport
2000-2002 Pontiac Firebird
2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Sunfire
2001-2003 Pontiac Aztek
2002-2003 Pontiac Montana
2003 HUMMER H2
with 2.2L, 3.1L, 3.4L, 3.8L, 4.2L, 4.3L, 4.8L, 5.3L, 6.0L, or 8.1L Engine (VINs F, 4, J, E, K, S, X, V, T, N, U, G - RPOs L61, LN2, LG8, LA1,
L36, LL8, LU3, LR4, LM7, LQ9, LQ4, L18)
and Multec II Fuel Injectors Condition
Some owners may comment on driveability symptoms of long or hard starts, chuggle, rough idle and light or intermittent misfire. The malfunction
indicator lamp (MIL) may also illuminate.
Cause
Due to various factors, the fuel injectors may become restricted. Extensive testing has demonstrated that fuel related issues are the cause of clogged
injectors. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the
engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 223
Chevrolet Venture V6-3.4L VIN E 2548
Parts Information
Warranty Information
Disclaimer
Correction
Fuel injector restrictions, deposits, can be cleaned on the vehicle using the following procedure. Under NO circumstances should this procedure be
modified, changed or shortened.
Notice:
The recommended mixture amount of GM Top-Engine Cleaner has been increased from 5% used in prior procedures to 10%. This increase was
implemented to improve the effectiveness of the injector cleaning procedure. Follow the cleaning procedure carefully to minimize the risk of
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 224
Chevrolet Venture V6-3.4L VIN E 2549
fuel system damage. Testing has demonstrated that exceeding the 10% cleaning solution concentration does not improve the effectiveness of
this procedure. GM Top-Engine Cleaner is the only injector cleaning agent approved for use with General Motors fuel system components.
Other injector cleaners, while effective, may cause damage to plastics, plated metals or bearings. General Motors has completed extensive
laboratory testing of GM Top-Engine Cleaner, and can assure its compatibility with General Motors fuel system components, as long as the
cleaning procedure is followed correctly.
Important:
This bulletin recommends the use of pre-measured containers of GM Top-Engine Cleaner, P/N 12346535, - U.S. USAGE ONLY. Pre-measured
containers eliminate the need to measure the amount of GM Top-Engine Cleaner being added to the J 35800-A, injector cleaning tool. In
Canada, use P/N 992872. It will be necessary to measure and dispense Top Engine Cleaner into the J 35800-A, injector cleaning tool.
^ Four pre-measured GM Top-Engine Cleaner Containers, 24 ml (0.812 oz) each, P/N 12346535, U.S. USAGE ONLY. In Canada, use P/N
992872, 443.6 ml (15 oz) bottle. It will be necessary to measure and dispense 48 ml (1.6 oz) of Top Engine-Cleaner into the J 35800-A, injector
cleaning tool twice during this procedure. See Injector Cleaning Procedure below for further information.
Important:
Analysis of returned Multec II injectors indicate that terminal fretting corrosion may also be responsible for the conditions described in this
bulletin. Since fretting corrosion (microscopic in nature) is nearly impossible to detect in the field, the following steps should be taken to ensure
that fretting corrosion is not an issue before performing any additional diagnostics. Fretting is a term used to describe a tiny rubbing motion that
occurs between two surfaces. Fretting corrosion refers to a build up of insulating, oxidized debris that forms on electrical connections due to a
fretting action at the contact points. Injector vibration, engine vibration, and electrical harness movement are contributors to the fretting motion.
Depending on how large the build-up of oxide is will determine how drastic the effect will be on the injector circuit. Worst case is a total loss of
continuity in the connection resulting in P0200 (Injector Circuit Fault) and P0300 (Misfire) codes being set. If the oxides create a high
resistance circuit, insufficient current will be available to properly open the injector, resulting in unstable fuel delivery and ultimately a P0300
DTC. High resistance in the circuit will not necessarily set a DTC P0200. Keep in mind that a connection with fretting corrosion is unstable.
Since movement causes fretting, any vibration may create a condition where the connection varies from an open circuit, to a high resistance
connection, to a good connection.
Important:
Unless intermittent mis-fire due to fretting corrosion is suspected when servicing 3.1L and 3.4L engines, skip steps 1 through 4. Steps 1 through
4 may be performed at a future date when the upper intake is removed.
2. Apply a small amount, about the size of a BB, of dielectric grease, P/N 12377900 (in Canada, P/N 10953529) to the female terminal. Be sure
to cover both cavities.
5. Using the Tech 2(R), perform an injector balance test. Use the Tech 2(R) to select each individual injector. Record the pressure drop of each
injector on the repair order.
Important:
It is mandatory that the dealer record the results of the Injector Balance Test on the repair order.
6. Subtract the lowest pressure drop, leanest injector, from the highest pressure drop, richest injector. If there is more than a 20 kPa (3 psi)
difference between the lowest and highest pressure drop, then the fuel injectors may be the cause of the driveability symptom. See the
example tables below to determine if cleaning is appropriate.
7. If there is a 20 kPa (3 psi) difference, or less, between the highest and lowest fuel pressure drop, the fuel injectors are operating properly and
further diagnostics should be performed on the vehicle.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 225
Chevrolet Venture V6-3.4L VIN E 2550
Although the pressure drop is greater than 20 kPa (3 psi), cylinder 2 stands out as being rich when compared to the other injectors. Do not
clean the injectors. Replace injector number 2. Charge time to labor operation J5650.
The pressure drop is greater than 20 kPa (3 psi). Injectors 1 and 3 appear to be lean when compared to injectors 2, 4, 5 and 6. Clean and
re-test pressure drop. If cleaning does not restore flow on injectors 1 or 3, replace the defective injector or injectors as necessary. Charge time
to labor operation J5650.
Notice:
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 GM
Top-Engine Cleaner be added to the vehicle fuel tank, as it may damage the fuel pump and other system components.
Do not exceed a 10% cleaning solution concentration. Higher concentrations may damage fuel system components. Testing has
demonstrated that exceeding the 10% 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 (10% Top Engine Cleaner/90% Regular Unleaded
Gasoline). That is two tanks of solution for the J 35800-A Fuel Injector Cleaner Tank. 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 (10% Top
Engine Cleaned/90% Regular Unleaded Gasoline) to insure complete injector cleaning.
1. For U.S. dealers, empty 2 pre-measured GM Top-Engine Cleaner containers, 24 ml (0.812 oz) each, P/N 12346535, into the J 35800-A,
injector cleaning tank. For Canadian Dealers, measure and dispense 48 ml (1.62 oz) of Top-Engine Cleaner, P/N 992872, into the J 35800-A,
injector cleaning tank. 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.
2. Fill the injector cleaning tank with regular unleaded gasoline. Be sure to follow all additional instructions provided with the tool.
3. Electrically disable the vehicle fuel pump by removing the fuel pump relay and disconnecting the oil pressure switch connector, if equipped.
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Chevrolet Venture V6-3.4L VIN E 2551
4. Relieve fuel pressure and disconnect the fuel feed and return lines at the fuel rail. Plug the fuel feed and return lines coming off the fuel rail
with J 37287, J 42874 or J 42964 as appropriate for the fuel system.
7. Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes.
9. Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes.
11. Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped.
12. Remove the J 37287, J 42874 or J 42964 and reconnect the vehicle fuel feed and return lines.
13. Start and idle the vehicle for an additional 2 minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines.
14. Repeat Steps 1-5 of the Injector Balance Test and record the fuel pressure drop from each injector.
15. 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 assembly with the lowest fuel pressure drop. Follow injector
replacement procedures outlined in the appropriate Service Information Manual for the vehicle.
16. Add one ounce (30 ml) of Fuel System Treatment, P/N 12345104 (Canada P/N 10953467), to the vehicle fuel tank for each gallon (3.78 L) of
gasoline estimated to be in the fuel tank. Instruct the customer to add the remainder of the bottle of Fuel System Treatment to the vehicle fuel
tank at the next fill-up.
17. Advise customer to change brands of fuel and to add GM Fuel System Treatment every 3000 miles (4800 km). Regular use of GM Fuel
System Treatment should keep the customer from having to repeat the injector cleaning procedure.
18. Road test the vehicle to verify that the customer concern has been corrected.
Technical Service Bulletin # 04-07-30-013 Date: 040305
TECHNICAL
Subject:
Power Sliding Side Door Edge Guard Comes Loose
(Install New Edge Guard)
Models:
1997-2000 Chevrolet Venture
1997-2000 Oldsmobile Silhouette
1997-1999 Pontiac Trans Sport
1999-2000 Pontiac Montana
This bulletin is being revised to update parts information. Please discard Corporate Bulletin Number 00-08-64-015 (Section 08 - Body &
Accessories).
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Condition
Some customers may comment that the door edge guard has started to come oft or the over-slam bumper has fallen off.
Cause
Correction
1. If the over-slam bumper is missing, clean the surface of the door and install the bumper just below the body feature line (see Figure).
2. Install the new door edge guard just below the over-slam bumper. The new door edge guard pushes over the hem flange on the front leading
edge of the door (see Figure).
Parts Information
Warranty Information
INFORMATION
Subject:
Information on Upgrading Factory Installed OnStar(R) Generation 2.0 Equipped Vehicles to Generation 2.6
Models:
2000 Buick LeSabre Park Avenue
2000 Cadillac Catera DeVille Eldorado Seville
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2000 Chevrolet Venture
2000 Oldsmobile Silhouette
2000 Pontiac Bonneville Montana
2001 Pontiac Aztek (Built Prior to VIN Breakpoint S525890)
2000 Chevrolet Blazer Suburban Tahoe
2000 GMC Envoy Yukon Yukon XL
2000 Oldsmobile Bravada
Supercede:
This bulletin is being canceled. Please discard Corporate Bulletin Number 01-08-46-008C (Section 08 - Body and Accessories).
This bulletin is being issued to inform dealership service personnel that OnStar(R) is no longer making this program available to customers.
For vehicles that exhibit this condition technicians should refer to Corporate Bulletin Number 05-08-46-006N - Information on Upgrading Certain
OnStar(R) Analog/Digital-Ready Systems to OnStar(R) Generation 6 Digital-Capable System.
WARRANTY ADMINISTRATION
Subject:
Warranty Claims Submission - Importance of GM Part Numbers and Date Coded Parts
Models:
2007 and Prior GM Passenger Cars and Light Duty Trucks
2003-2007 HUMMER H2, H3
2005-2007 Saab 9-7X
GM Part Numbers
All parts used on GM vehicles are assigned a GM part number. Additionally, most of the parts used in the manufacturing of GM vehicles are
marked with GM part numbers directly on the part. This allows for easy verification of Genuine GM parts whether stocked at the warehouse,
installed on a vehicle, or being returned for warranty claims. Running changes are also sometimes necessary during a model year resulting in
additional part number changes mid-year.
Many of the parts used on powertrain, chassis, electrical and interior assemblies are marked and date coded in a variety of ways. You may find
stickers, bar codes, embossed clock faces, number stampings and riveted tags among many other methods on the parts you possess. While many of
these components are supplied to General Motors, almost all suppliers track these identifications as a method of quality assurance and containment
if ever an issue arises about a specific part.
The sample picture is from a 2.4L 4 cylinder front engine cover. On this part, the date code appears as a "clock" wheel.
On the first day for each month of production, the casting dye is pulled. Using a center punch, an operator manually punches another point on the
date code wheel. To decode, you simply count the number of center punches, or impression, in the dial of the clock and you have the month.
The example picture has eight impressions, or center punch marks, on the wheel. The year is cast into the center of the dial or clock face. Therefore,
the example is identified as being from August 2006. This date along with the part number, and many different identifiers cast into the parts, are
used to track variations with multiple dies or production locations. When these marks are on the exterior surfaces when installed, they give GM
dealers a powerful advantage when used for inspection purposes.
When the above information is tied to the correct VIN of the vehicle, along with a complete and detailed repair order, it becomes an effective tool
to isolate parts with a given concern. This all depends on your dealership and care you take in regards to returned parts.
It is vital that the exact part(s) replaced during a warranty repair be returned when requested. These parts must be the specific ones associated with
the repair order requested and must carry the proper date codes for the production run of the vehicle or component. Substitute parts are not
acceptable. This information is used during warranty part reviews and is tracked to determine possible problems with a specific production run. The
more precisely that GM can isolate a production time frame that is causing customer concerns, the quicker and more effectively we can target a
solution.
Warranty Debits
Parts that are returned out of date range for the specified vehicle on the repair order will first be cross-checked under the vehicle warranty system
for past replacements. If a past replacement is noted the warranty data will be recorded as such and the claim will be processed. Parts returned out
of date range for the vehicle repaired may be debited back to the dealer.
INFORMATION
Subject:
Warranty Parts Center/Corporate Parts Return Program
Models:
2003 and Prior Passenger Cars and Trucks
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2003 HUMMER Model Vehicles
2003 and Prior Isuzu Medium Duty Trucks
Attention:
Parts Managers, Service Managers, Warranty Administrators
This bulletin is being revised to update changes to the Warranty Parts Center/Corporate Parts Return Program. Please discard Corporate Bulletin
Number 99-00-89-019A (Section 00 - General Information).
Important:
"GM of Canada" and "IPC" Dealers are not authorized to utilize this service bulletin. Canadian dealers should refer to "Home Office Letter #
99-201" dated 01-05-99 for all Warranty Parts Center returns.
This bulletin is effective October 1, 2001 and its purpose is to clarify instructions with regard to the Corporate Parts Return (CPR)
Program/Warranty Parts Center (WPC) in the areas of parts retention, parts preparation for shipping, and administration. This bulletin supersedes
all previous written communication regarding WPC operation.
CPR is considered a valuable tool for root cause analysis of customer product concerns. The GM Warranty Parts Center (WPC) has contracted with
United Parcel Service Logistics to transport and inventory all parts requested by CPR and returned from dealerships. The following information
will assist in returning parts to the WPC.
The WPC realizes that CPR requests are not always received by the appropriate dealership person on a timely basis; however, the program's
importance cannot be stressed often enough. It is highly recommended that an individual be assigned the responsibility of processing WPC requests
as quickly as possible.
DISCLAIMER
WPC Website
The WPC has implemented a website www.gmwpc.com to assist dealers in tracking their shipments to the WPC and to obtain copies of WPC
forms. The website is available 24 hours a day and is being updated constantly. In order to access the website, dealers will need their BAC
(Business Associate Code). The website has the following features:
- Parts Waiver
- Shipping Log
- Material Request
Upon entering the website, dealers will have the choice of selecting a list of all open WPC requests or selecting a specific request. Open requests
will be those which have not been received at the WPC as of the date queried. Single requests will give details of a particular request; namely-due
date and reason for debit (if applicable). Dealers should check WPC status of request prior to accessing UPS tracking.
Requests
When a part (and repair order copy) is needed, the dealership will receive a "GM Part and Repair Order Return Request" message. When a repair
order ONLY is needed, the dealership will receive an "R.O. Only Request" message. All CPR requests will be transmitted to dealer's electronic
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mailbox within the "PARTRETURN CPR" report application on Tuesdays and Fridays of each week as warranty claims are paid. If there is no
actual part to return because a fluid, such as carburetor cleaner was used, the dealer must complete a Parts Waiver form stating "used carb cleaner"
and fax it to the WPC to avoid a debit (DO NOT MAIL) (248-371-9005).
Reminders
A reminder notice of previously requested parts/R.O.'s which have not been received by the WPC will also be provided on Tuesdays and Fridays.
These reminders will be listed in categories of "10-20 days old" and "at least 21 days old." Until parts are received, or the WPC has been contacted
for non-return of parts, or the parts have reached 28 days, these reminders will repeat with each claim cycle.
If the dealer has confirmed delivery to WPC with UPS, but reminder notices continue, the dealer is encouraged to check the WPC website
(www.gmwpc.com) for receipt confirmation.
It is imperative that the dealer follow-up with the WPC to RESOLVE open issues to avoid possible debit. Fax (248-371-9005) is recommended for
proof of follow-up with the WPC. If the original request is misplaced or unreadable, the reminder notice or website printout may be used for
shipping parts with their paperwork to the WPC.
For dealer information, the Request Number is nine-digits. As an example, 212613469 would be translated as follows:
^ The next three positions indicate the Julian date. 126 = May.
^ The next four positions indicate the unique sequence number. In this example, it is 1346.
Debits
If, after 28 days, parts have not been received, or the WPC has not been contacted with an approved explanation for non-return of parts, the WPC
will submit a total claim debit to the WINS process. The Debit Reason Code WP will be assigned to each debit case. If the dealer has any questions
regarding a debit, please log on to the gmwpc.com website to obtain the reason. The WPC has NO authority to waive or reverse debits after
issuance; the GM Area Service Manager (AVM) or the DSPM (Isuzu) must be contacted in these instances.
Regarding debits, the following responses are unacceptable at any time and will result in a debit:
The return request message will list specific claims for which parts (and repair orders) are to be returned as follows:
ONLY PARTS ASSOCIATED WITH THE LABOR CODE ARE TO BE RETURNED AND SHOULD BE BUNDLED TOGETHER AND
SHIPPED USING THE UPS/ARS SHIPPING LABELS (WPC002). PLASTIC PACKING BAGS (WPC001) ARE AVAILABLE FROM THE
WPC FOR THE PROTECTION OF THE PAPERWORK TO BE INCLUDED WITH THE PARTS (LEGIBLE COPIES OF THE REPAIR
ORDER - WITH THE TECHNICIAN'S COMMENTS - AND THE CPR "REQUEST"). THESE BAGS MUST BE SECURELY ATTACHED TO
THE APPROPRIATE PARTS.
When additional UPS/ARS shipping labels or plastic bags are needed, complete the Material Request form (WPC005) and fax it to the WPC at
(248) 371-9005 OR via e-mail to WARRANTY PARTS CENTER USA@gm.com. (Refer to Form WPC005 as shown in this bulletin.) Supply
requests are shipped via UPS within 24 hours.
There may be instances where multiple return requests are listed on one message. When this occurs, dealers should ship each individual request in a
separate box with its own UPS/ARS label. DO NOT SEND MULTIPLE REQUESTS IN THE SAME BOX. Copies of the "request" and repair
order must be attached to each part sent to the WPC. The dealer should highlight the particular request pertaining to the part and place the folded
paperwork in the plastic packing bag with the highlighted Request Number facing out. This process will assist the WPC in handling and crediting
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the dealership for returning the part in a timely manner. When possible, the container from the new/replacement part should be used for the return
of the failed part. However, all previous labeling on the box should be removed prior to re-use. Parts containing or soaked by fluids, such as oil or
fuel, MUST be drained, wiped clean and placed in an appropriate packing container and securely packaged in order to prevent leakage or
contamination.
When returning parts, complete the UPS/ARS shipping label by writing in the dealer name, address, city, state and zip code. The Ref. # field should
contain the Request Number being returned. Attach the label to the package and detach the lower portion for dealer records. The lower portion of
the label contains the shipment tracking number and should be attached to the dealer's "Warranty Parts Center Shipping Log" (Refer to Warranty
Parts Center Shipping Log as shown in this bulletin). This UPS/ARS receipt can be used for tracking purposes through UPS. Status of UPS
shipments is available via UPS tracking at 1-800-742-5877 or via the Internet at www.ups.com or www.gmwpc.com.
If a part (and appropriate paperwork) cannot be shipped via UPS due to size or weight limitations, the following GM-approved common carrier
(LTL) must be used to return the parts "Third Party Freight Collect" to the WPC.
A partially completed Yellow Freight bill of lading is available by request as shown through the WPC. Dealers should submit a Material Request
form and indicate quantity desired. The dealer is responsible for completing the shipper information (dealer name and address) and description and
weight of shipment on the Yellow Freight bill of lading.
When this process is used, the dealer will not need to pre-pay shipments to the WPC. Parts delivered by any other common carrier (LTL), will be
rejected by the WPC and returned to the dealership.
In order to prevent paperwork loss on common carrier (LTL) shipments, attach two copies of the DCS message and repair order as follows:
^ Attach one copy to the inside of the crated shipment (attached to the part).
If there are special packaging costs, they should be included as a Net Item amount when submitting a Z7200 claim. Special packaging situations
may include crating an engine assembly, reassembly of components, or draining and sealing components in order to prevent leakage during
shipment. Appropriate handling charges for these situations should be calculated at a rate for unskilled labor (not at the warranty or retail labor rate)
and appropriately documented on the Z7200 claim.
The GM P & P states all warranty core parts must be held until receipt of claim payment. THIS INCLUDES, BUT IS NOT LIMITED TO,
ENGINES, TRANSMISSIONS, STARTER MOTORS, CATALYTIC CONVERTERS, PCM, POWER STEERING PUMPS, STEERING
GEARS, AND ALTERNATORS/GENERATORS. On the date of claim payment, the dealer should also verify receipt of CPR requests for any core
parts paid on that claim cycle. If NO CPR request is received for the paid core parts, the dealer should return those parts to the appropriate Core
Return Center. When the CPR requested parts are returned to the WPC, the core allowance should be submitted as a Net Item amount on the
reimbursement claim.
Any core Product Feedback Forms received with a replacement part must be completed and returned with the part and Repair Order to the WPC.
Any core parts returned to the core center prior to claim payment will be subject to an automatic debit.
Furthermore, the GM P & P also states that all other warranty parts must be held for 15 days after receipt of claim payment.
On those occasions when a part is not available for return to the WPC, fax or Lotus Notes a completed Pants Waiver Form with an explanation.
(Refer to Form WPC006 as shown in this bulletin.) Please note that not all explanations will prevent a debit.
Hazardous Material/Tires
Hazardous Material
The WPC is not certified to receive nor handle hazardous material; therefore, lead batteries (see note *** below), air bags, fuel tanks or items that
contain explosive material should not be sent to the WPC. If a request is received and the associated part is considered hazardous, a WPC Parts
Waiver should be completed, explaining that the part is hazardous, and faxed to the WPC. The Parts Waiver must be received within 28 days of
original request to avoid a debit being issued.
*** The new ACDelco AGM lead acid battery is considered non-hazardous for purposes of transportation and can be returned to the WPC.
However, if a dealership receives a WPC request to return this particular battery, the container must be clearly marked "NON-SPILLABLE PER
49CFR 173.159(d)." At the present time, this is the ONLY battery which can be safely returned to the Warranty Parts Center. The ACDelco battery
can be returned using the regular pre-paid UPS/ARS labels provided by the WPC.
Tires
Most tires replaced under the New Vehicle Limited Bumper-to-Bumper Warranty must be returned to the tire manufacturer. However, there will be
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instances when the WPC will request tires to be returned. When a WPC request is received at the dealership, all instructions outlined in this bulletin
should be followed (paperwork inclusion and shipping).
Effective immediately, tires must be retained until receipt of claim payment. The WPC will request a tire(s) return on the same day the credit memo
is received at the dealership. If no WPC request is received, the dealer should return the tire(s) per the official tire bulletin. Dealers are encouraged
to submit warranty claims as soon as possible in order to alleviate storage of tires. All vehicle tires replaced on the repair order are to be returned to
the WPC and the appropriate paperwork must be attached to each tire returned.
Upon claim submission, the dealer must submit the $25 handling allowance per repair order in the "parts amount" field and the part number
09592318 in the Part Number field regardless of manufacturer. This process allows the WPC to identify a tire for return. It is very important for the
dealership to retain tires until the claim is paid.
The GM WPC has assumed responsibility for obtaining special new model exchange program parts from dealerships. The following exchange
process has been implemented at the WPC:
1. The GM Service Bulletin will advise dealers of an exchange. Dealers will be directed to call Technical Assistance (TAC).
2. TAC takes the call from the dealer and qualifies and approves the exchange. TAC will notify the appropriate parties to release and ship a
replacement part to the dealer.
3. At the same time, TAC will notify the WPC that an exchange is taking place at the dealership. The WPC will create an "Exchange Special
Part Request" and assign a request number which will begin with an "EX" followed by seven digits. This WPC original request will be faxed
to the contact person of the dealership within 24 hours of the call to TAC. When the Parts Manager receives the failed parts from the
technician, all appropriate paperwork should be attached (including the Exchange Special Part Request and copy of Repair Order (with
technicians comments) and shipped to the WPC using the shipping procedures outlined in this bulletin.
4. Electronic reminders notifying the dealer of non-receipt of exchange parts will be sent by the WPC in the same manner as in the past. For an
example of reminders, please refer to the examples found later in this bulletin. The Repair Order Date on the request message will appear as
the date the Exchange Special Part Request was generated by the WPC.
5. If the part is not received at the WPC within 28 days from the original request date, the claim will be submitted to WINS as a debit.
Dealers may be contacted by the WPC to return "one-of-a-kind" parts for specific engineering analysis that have not been identified in the normal
process. In those instances where a special part is needed, the dealership will receive via fax from the WPC a "SPECIAL PART REQUEST" form.
The process for returning special parts is the same as explained in this bulletin. A copy of the Special Part Request must be included in the shipment
and the box/crate labeled "SPECIAL PART REQUEST." The Special Part Request form contains a section for the dealership to use if the part is
requested, at a later date, via the normal CPR return process.
Important:
Never return a "Repair Order Only" request to the WPC.
If a "Repair Order Only" request (refer to the Request for Repair Order Only Example as shown in this bulletin) is received, return legible copies of
the R.O., including technician comments, directly to the requester using the mailing label provided on the CPR request (the address will be
surrounded by ***). Do not use the UPS/ARS label and DO NOT RETURN PARTS on this type of request. When returning "Repair Order Only"
requests, use REGULAR US Postal Service mail. Do not use Registered mail of any type.
Copies of Forms (Parts Waiver, Material Request and the Yellow Freight Bill of Lading) are available via the WPC website at www.gmwpc.com or
by calling or faxing WPC Customer Assistance (248-371-9901/9902 or fax 248-371-9005).
Return Reimbursement
1. Administrative Allowances
Enter as "Labor Hours" - A range from 0.0 to 0.3 hours may be claimed for each line involving the return of parts (and copies of R.O.s
including technician comments). The time requested for reimbursement depends on the complexity of the request as determined by the dealer.
A range from 0.0 to 0.2 hours can be claimed for each line where repair order only copies are returned, again as determined by the dealer.
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2. Shipping Expenses
Enter as "Net Item" - There will be no dealer incurred postage or shipping costs associated with parts returned to the WPC. However, any
postage charges for "repair order only" requests will be reimbursed.
3. Packaging Material Costs (where applicable) Enter as "Net Item" - Packaging material costs include such things as boxes, tape, etc. Labor
charges (for crating an engine assembly, draining and sealing components in order to prevent leakage during shipment, etc.) associated with
packaging costs are to be calculated and billed at a cost for unskilled labor and not at the dealer's warranty or retail labor rate.
Method of Reimbursement
Each return request may be recorded using a separate repair order or up to ten requests may be (physically) listed on a single repair order. Entries
must include the VIN, request number, number of parts returned, and associated costs.
When submitting a single return request for reimbursement, use the normal submission procedures and Labor Operation Z7200 with claim type "F."
In order to receive reimbursement for multiple part return requests, choose one of the VINs for the one line claim. Submit for the total of all
corresponding charges (up to 10 requests) on that one line. Refer to the description of claim submission entries shown. All related documentation,
including a copy of the CPR return request, must be retained for future reference in accordance with the GM Service Policies & Procedures
Manual.
Dealer Feedback
The WPC recognizes the need to provide information regarding our progress and accomplishments in product improvements as a direct result of the
Corporate Parts Return program. Information gathered by the WPC will be provided to dealers in the form of a newsletter.
GM WARRANTY PARTS CENTER RETURN REQUESTS FOR DEALER XXXXX - CLAIM MEMO XXX.
Below are parts and repair orders which are required for product review. The following must be returned to the Warranty Parts Center at:
USE THE PROVIDED PRE-PRINTED AND PRE-PAID UPS/ARS LABELS TO SHIP THE FOLLOWING:
ALL FLUIDS MUST BE DRAINED FROM PARTS BEING RETURNED. Place the above items in a plastic bag and securely attach to part prior
to shipping. Each request should be shipped individually.
Shown are part requests that have not been received at the Warranty Parts Center as of this date. If your records indicate that you have returned the
requested part (allow 7 days for shipping and handling), it is imperative that you follow-up with the WPC at 248/371-9901/9902 (or fax at
248/371-9005) to resolve the issue and avoid possible debit.
GM WARRANTY PARTS CENTER RETURN REQUESTS FOR DEALER XXXXX - CLAIM MEMO XXX.
Below are parts and repair orders which are required for product review. The following must be returned to the Warranty Parts Center at:
Shown are R.O. Only requests which should be returned to the requestor via the post office using the mailing label provided. No R.O. Only
requests should be returned to the Warranty Parts Center.
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Shown are part requests that have not been received at the warranty parts center as of this date. If your records indicate that you have returned the
requested part (allow 7 days for shipping and handling), it is imperative that you follow-up with the WPC at 248/371-9901/9902 (or fax at
248/371-9005) to resolve the issue and avoid possible debit.
GM WARRANTY PARTS CENTER RETURN REQUESTS FOR DEALER XXXXX CLAIM MEMO XXX.
Shown are R.O. Only request which should be returned to the requestor via the post office using the mailing label provided. No R.O. Only request
should be returned to the Warranty Parts Center.
Shown are part requests that have not been received at the Warranty Parts Center as of this date. If your records indicate that you have returned the
requested part (allow 7 days for shipping and handling), it is imperative that you follow-up with the WPC at 248/371-9901/9902 (or fax at
248/371-9005) to resolve the issue and avoid possible debit.
GM WARRANTY PARTS CENTER RETURN REQUESTS FOR DEALER XXXXX - CLAIM MEMO XXX.
Shown are part requests that have not been received at the Warranty Parts Center as of this date. If your records indicate that you have returned the
requested part (allow 7 days for shipping and handling), it is imperative that you follow-up with the WPC at 248/371-9901/9902 (or fax at
248/371-9005) to resolve the issue and avoid possible debit.
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Parts Waiver
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Material Request
WARRANTY ADMINISTRATION
Subject:
Information on Use of Diagnostic Worksheet
Models:
2002 and Prior Model Year Passenger Cars and Trucks
This bulletin is being revised to add model years and update the text. Please discard Corporate Bulletin Number 58-01-01 (Section 1 - General
Information).
During the last several years, we have made great strides in the quality of services we deliver to our customers. Customer satisfaction levels are
increasing, but as these levels go up, so do our customers' expectations. In order to remain competitive and retain our valuable customers in the
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future, we will have to keep improving customer satisfaction. The key to future improvement will be enhancing communications with our
customers. One of the most challenging aspects of our business is to communicate the concern from the customer to the technician. The more
clearly the technician understands the concern and its symptoms, the more likely the problem will be fixed right the first time." With that in mind,
there has never been a better time to revitalize the use of a diagnostic worksheet. GM Service Operations is releasing a revised diagnostic worksheet
based on input from GM Technical Assistance, Service Engineers, Service Manual Writers and a select group of retail Dealer Service Directors.
The new diagnostic aid, streamlined to a single sheet, reflects today's product without sacrificing content. Dealers/retailers report they are very
helpful in reducing shop comebacks, increasing technician productivity and producing satisfied customers. Here are a few of the many benefits
gained from using the worksheets:
An example of the GM-wide diagnostic worksheet. available for use in all dealership retail facilities, at the end of this bulletin. This example may
be printed and reproduced locally. Dealers in the US may also contact Dealer Support Materials at 1-800-235-8521 and request Form Number
DWS-Q to obtain these worksheets at no cost. Please limit your requests to a reasonable quantity. If you have any comments or suggestions
regarding this form. call GM Service Operations Techline Customer Support Center at 1-800-828-6860.
The information below contains ideas and thought- starters that may be helpful in getting you started using the diagnostic worksheet.
^ Have your service consultant fill out this form with the customer whenever possible.
^ Place the form in your night drop box for the customer to fill out along with an instruction sheet to help them understand what to do.
^ Have a porter or greeter give the form to customers while they wait in line during peak morning rush and ask them to fill it out. It will save time
for all concerned and improve the quality of information received from the customer.
^ Make sure to attach the form to the paperwork that goes to the technician.
^ Review the form at your service department introduction during the new vehicle delivery process.
^ Require that you personally see a copy of all worksheets filled out on shop comebacks.
^ Hold an all-service department meeting to get employee buy-in and their ideas on how to make the form effective.
There are many other ways to utilize the concept, but as with every other idea, successful implementation depends on employee involvement and
buy-in.
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WARRANTY ADMINISTRATION
Subject:
Cross-line Warranty
Models:
2001 and Prior Passenger Cars and Trucks
Attention:
All U.S. General Motors Dealers
Cross-line warranty capability was recently announced to wholesale personnel and GM dealers via a DCS administrative message and a hard copy
letter was sent to GM dealers only. The following bulletin provides additional information for dealers wishing to perform cross-line warranty
repairs. We have also provided a section for Frequently Asked Questions that will address additional inquiries we have received since the release of
the DCS message.
One of the benefits of cross-line warranty is the ability to perform repairs for customers in an emergency situation. Since emergency situations can
be subjective from a customer's perspective, the dealer will need to determine if the situation merits urgent attention. While additional tools or
training are not required, dealers should exercise good judgment regarding their ability to perform the repair. The overall intent is to provide an
opportunity for customer satisfaction in a potentially negative ownership experience. If the dealer has questions regarding a specific situation, they
should be reviewed with the Area Service Manager (AVM).
The second instance in which cross-line warranty can be performed is for used vehicles. Any used GM vehicle resold by a GM dealer may obtain
warranty service from the selling GM dealer regardless of the dealer's new vehicle franchise. This will be helpful to dealers who have sold a used
vehicle to a customer that is different from their franchise and will not have to turn the customer away for any remaining warranty work.
Cross-line warranty is not to be a replacement for the GM Certified Used Vehicle process. This process still remains intact and is administered by
the GM Certified Used Vehicle Department.
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Lastly, cross-line warranty capability is now available for designated commercial light duty trucks. Designated commercial dealers are defined as
those dealers that meet the standards of the Light Duty Commercial Program and have signed the Dealer Participation Agreement. The matrix
should help in identifying which light duty commercial vehicles qualify for cross-line repairs by designated commercial dealers.
When can I start to perform cross-line warranty repairs and which model year vehicles can I service?
You can now submit cross-line warranty claims for any model year vehicle with warranty remaining, provided that the repair fails within one of the
three established and previously stated guidelines.
No. After receiving input from both the National Dealer Council and GM, GM agreed that in order to protect brand identity and dealers' equity in
their franchise, dealers will not be permitted to advertise cross-line warranty service by any means including direct mail or other dealer mailings.
Any violation of this could result in on-site consultation, audit, dealer charge back or termination of cross-line capability.
Can I perform a recall repair if one is outstanding on a used vehicle or one that has come into my shop as a result of an emergency situation? Yes.
The campaign should be completed if the customer is at the dealer under one of the three established and previously stated guidelines. However,
dealers should always check General Motors Vehicle Inquiry Service (GMVIS) to see if there is an outstanding campaign prior to the vehicle being
sold. Dealers also need to make sure that they have the right tools and training to perform any recall. How do I submit a warranty claim on a
cross-line warranty repair?
No changes are necessary to the warranty claim payment submission process in accommodating cross-line warranty repairs. Submission of
cross-line warranty repair claims within the warranty period are to be done following established business processes and practices. Wholesale
authorization must be obtained for any claim outside the warranty period on a non-franchised vehicle.
No. Cross-line warranty repairs are projected to be minute and are not considered to be the core repair business of the dealership. In addition,
exclusion would be difficult and would interfere with the statistically valid selection process CSI has in place.
Why are Saturn and Saab excluded from participating in cross-line warranty? Saturn and Saab each have unique warranty claim payment and parts
distribution systems. This would make it particularly difficult for non-Saturn and Saab dealers to procure parts or obtain reimbursement for the
repair.
No. Roadside Assistance parameters require the vehicle be directed first to the selling dealer when practical, then to the closest franchised dealer,
and last, to the nearest GM dealer.
Technical Service Bulletin # 68-05-03 Date: 960601
Bulletin No.:
68-05-03
Date:
June, 1996
WARRANTY ADMINISTRATION
Subject:
Goodwrench Service Plus Lifetime Service Guarantee
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Models:
All Models - All Years
The information in this bulletin applies to all divisions excluding Saturn and GM of Canada.
The purpose of this bulletin is to explain details of the the Lifetime Serve Guarantee (LSG).
The GM vehicle owner and original purchaser of a covered part must return to the original servicing GM dealership and present repair order and
warranty folder.
Eligible Parts
^ EGR Valve
^ Fuel Injectors
^ Fuel pumps
^ Ignition Coils
^ Ignition Modules
^ New/Remanufactured Generators
^ Oxygen Sensors
^ Shock Absorbers/Struts
^ Water Pumps
General Information
^ Lifetime Service Guarantee is only available to and offered by participating GM Goodwrench Service Plus dealers/retailers.
^ Parts warranty handling allowance is per the General Motors Service Policy and Procedures Manual - 40% for 1994 and later model years, and
30% for 1993 and prior years.
^ Parts sold over the counter are not covered under LSG.
^ A customer paid repair order is required for future part coverage consideration.
^ Parts installed on vehicles in dealer inventory (new or used) are not eligible for LSG. Only a customer paid repair by the original retail
purchaser.
Any questions regarding the LSG or GSP should not be directed to your GMSPO representative.
Technical Service Bulletin # 99-00-84-021B Date: 000401
SECTION:
00 - General Information
DATE:
April, 2000
SUBJECT:
Expediting Parts
MODELS:
2000 and Prior Passenger Cars and Trucks
ATTENTION:
"GM of Canada" and "IPC" Dealers are not authorized to utilize this Service Bulletin.
This bulletin is being revised to exclude GM of Canada Dealers. Please discard Corporate Bulletin Number 99-00-84-021A (Section 00 - General
Information).
The following policy is in place to address those occasions when it is necessary to procure a part from another local GM dealer or by express
shipping (CSO-3).
General Motors is making a significant commitment to help reduce comebacks and maintain the level of customer service demanded by customers
in your dealership. The following procedure provides dealers with a tool to help achieve total customer satisfaction during any applicable GM
warranty period. This procedure will provide reimbursement of expenses beyond normal dealer parts costs, up to 25% greater than the GMSPO
dealer net price or $100 (whichever is less), for parts obtained locally. Expenses incurred for expediting GM ordered parts (CSO-3) not in dealer
stock can also be reimbursed. This procedure should be utilized only during any applicable GM warranty coverage period.
Effective immediately, dealers will be required to input the part number without the part cost on all Z5000 and Z5001 claims. In instances where
the integrated system automatically loads a part price, the calculation/price should be overridden so that the part price is zero. If multiple parts were
procured, the total number of parts expedited should be inputted in the part count field. In those instances, the part with the greatest cost should be
entered into the part number field.
All records and invoices in support of your claim must be retained in vehicle history record in accordance with Article 1.6 of the GM Service
Policies and Procedures Manual. Parts expediting is not considered to be an add-on repair to the Repair Order, and does not require service
management approval (Article 1.6.2.p.).
You may submit a claim for reimbursement under either of these operation numbers:
1. Inform the customer if a part availability issue exists, and if eligible, offer appropriate Courtesy Transportation.
2. Contact a local dealer in an attempt to obtain the needed parts for same day repair. GM will reimburse the difference between the dealer price
and the actual cost, up to the trade price, as published in the GMSPO Parts and Accessories Price Guide. If no trade price is listed,
reimbursement will not exceed 25% of GMSPO dealer cost or $100, whichever is less. In either case, the reimbursement request must not
exceed $100.
3. In the event the needed part is not available locally, it should be ordered on a Customer Order from GM Parts. If the part is needed for next
day repair, order the part CSO-3 (or use CSO if overnight service is not available in your area). GM will reimburse the shipping expenses.
4. Please review the parts application and add the part to your normal inventory, if appropriate.
If you do not have the required part in stock and are able to obtain it locally, GM will reimburse you for the additional dealer trade markup. You
may have to pay to obtain the part from another local GM dealer. The allowance is for up to 25% of the GMSPO dealer cost or $100, whichever is
less.
The following example uses an evaporator core that you need. It has a dealer net cost of $199.80. The part is being obtained by you from another
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local GM dealer (Hometown Motors), who has it in stock.
You are able to purchase the evaporator core from Hometown Motors at a 20% dealer trade price of $240.00 ($199.80 + 20% = $240.00), a $40.20
markup. When your dealership submits a warranty claim, the part amount will be figured on the dealer net cost of $199.80 at the normal dealer
markup (30% for 1993 and prior or 40% for 1994 and newer). For example, $199.80 + 30% = $259.74. The warranty repair order would use labor
operation D3320 with the part amount of $259.74. To recover the 20% markup of $40.20 that you paid Hometown Motors, you would submit an
additional warranty claim for operation Z5000 for a net item amount of $40.20.
The detail elements for this claim may appear on your computer screen in this manner (some screen layouts may be different).
If a CSO-3 order is necessary, the freight expense will be reimbursed. A claim for the repair should be submitted in the normal manner. An
additional claim/case should be submitted for the actual amount of the freight expense.
- With one part ordered, request the entire freight charges for the CSO-3 order.
- With more than one part shipped from GMSPO in the same box, refer to the RAPID 2000 Advise of Shipment Answer back for itemized
freight cost for each part.
If the evaporator core in the previous example had been obtained from GMSPO through a CSO-3 parts order, the following example shows correct
warranty claim submission for the additional cost. The published GMSPO dealer price for the core is $199.80. The GMSPO charges associated
with the order are only freight charges, as all surcharges are eliminated with this implementation of the new GM Parts system. The repairing
division would reimburse any applicable freight charges, submitted under labor operation Z5001 as a net amount (as an example, $18.00 express
shipping charges).
The detail elements for this claim may appear on your computer screen in this manner (some screen layouts may be different).
Refer to the table which details the type of claims (including special claims) when parts expediting is applicable for the covered vehicle (or part)
failure. Please refer to your WINS Claim Processing Manual, Section VII for special claim type details. The Z5000 and Z5001 operations DO NOT
require a special claim type.
Those operations are intended to reimburse dealers for the actual expense that occurred, as detailed above.
Disclaimer
WARRANTY ADMINISTRATION
Subject:
September, 1999 Labor Time Guide Updates
Models:
1994-2000 Passenger Cars and Trucks
This bulletin addresses changes to the published General Motors Labor Time Guides. These changes (new or revised) are the result of new time
studies and/or dealer "Requests For Review" being handled by the GM Service Operations Group. They are effective upon receipt. All changes will
appear in the next printing of the Labor Time Guide.
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Important:
Please retain any changes made to the A, B, D and L Car Labor Time Guides as these vehicles have been discontinued since 1997 and the Labor
Time Guides will not be republished. Changes to the P/H Truck Chassis should also be retained. The vehicle was discontinued in December,
1998. Please note: Labor Time Guides for these discontinued vehicles will not be republished.
EXCHANGE PROGRAM
Subject:
Cancellation of DBC 7 Diagnostic Assistance and Parts Return Program
Models:
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1999 Buick Century, Regal
2000 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000 Oldsmobile Silhouette
2000 Pontiac Sunfire, Montana
This bulletin is being issued to cancel the Delphi Chassis DBC 7 Diagnostic Exchange Program. Please discard Corporate Bulletin Number
99-05-25-003 (Section 5 - Brakes).
Effective September 30, 2000 the Delphi Chassis DBC 7 service parts are released from restriction:
At this time, dealerships may begin to order and stock the released service parts through normal GMSPO channels.
INFORMATION
Subject:
Brake Fluid Level and Filling Recommendations
Models:
2001 and Prior Passenger Cars and Trucks
Many dealers and after-market repair shops advertise multi-point fluid "top-ups" in conjunction with oil changes or regular maintenance packages.
These offers often include adding brake fluid to the master cylinder reservoir. There are only two reasons why the brake fluid level in the brake
reservoir might go down. The first is that the brake fluid level goes down an acceptable level during normal brake lining wear. When the linings are
replaced, the fluid will return to it's original level. The second possible reason for a low fluid level is that fluid is leaking out of the brake system. If
fluid is leaking, the brake system requires repair and adding additional fluid will not correct the leak. If the system was properly filled during
delivery of the vehicle, no additional fluid should be required under most circumstances between brake pad and/or shoe replacements. This
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information can be reinforced with the customer by referring them to the Brake Fluid section of their vehicle's Owner's Manual.
Guidelines
GM vehicles have incorporated a variety of brake fluid reservoir styles. The following guidelines are restricted to the plastic bodied fluid reservoirs
and do not affect the original service recommendations for the older style metal bodied units.
You may encounter both black plastic and translucent style reservoirs. You may have reservoirs with:
The translucent style reservoirs do not have to have the covers removed in order to view the fluid level. It is a good practice not to remove the
reservoir cover unless necessary to reduce the possibility of contaminating the system. Use the following guidelines to assist in determining the
proper fluid level.
Important:
When adding brake fluid, use Delco Supreme II(R) Brake Fluid, GM P/N 12377967 or equivalent brand bearing the DOT-3 rating only.
Important:
At no time should the fluid level be allowed to remain in an overfilled condition. Overfilling the brake reservoir may put unnecessary stress on
the seals and cover of the reservoir. Use the following guidelines to properly maintain the fluid level. If the reservoir is overfilled, siphon out
the additional fluid to comply with the guidelines below.
Important:
If under any circumstance the brake fluid level is extremely low in the reservoir or the BRAKE warning indicator is illuminated, the brake
system should be checked for leaks and the system repaired in addition to bringing the fluid level up to the recommended guidelines outlined
below. A leaking brake system will have reduced braking performance and will eventually not work at all.
Important:
Some vehicles have reservoirs that are very sensitive to brake fluid levels and may cause the BRAKE indicator to flicker on turns as the fluid
approaches the minimum required level. If you encounter a vehicle with this concern, increase the fluid level staying within the guidelines
outlined below.
^ If the reservoir has a MAX level indicator, the reservoir should be returned to the MAX marking only at the time new brake pads and/or shoes
are installed. If the reservoir fluid level is at the half-way point or above do not attempt to add additional brake fluid during routine fluid checks.
^ If the reservoir has both MAX and MIN indicators, the fluid level should be maintained above the MIN indicator during routine fluid checks
and returned to the MAX indication only after new brake pads and/or shoes are installed.
^ For reservoirs with only a MIN indication, the fluid level should be maintained above the MIN indicator during routine fluid checks. Return the
reservoir fluid level to full only after installing new brake pads and/or shoes. A full reservoir is indicated on translucent, snap cover reservoirs
by a fluid level even with the top level of the view window imprinted into the side of the reservoir. On screw top models in black or translucent
plastic, the full level is just below the bottom of the filler neck.
Parts Information
Subject:
Inspection of All Related Wiring Harness Connections When Diagnosing Miscellaneous DTCs, Intermittent Driveability Concerns, Hard Start, No
Start, Incorrect Gauges, Inoperative Air Conditioning Systems, Service Engine Soon Lamps Illuminated, 4WD Lamp Illuminated, Instrument Panel
Gauges Inoperative, Cruise Inoperative
Models:
2006 and Prior Cars and Light Duty Trucks
2003-2006 HUMMER H2
2006 HUMMER H3
2005-2006 Saab 9-7X
Supercede:
This bulletin is being revised to add models, model years and additional information. Please discard Corporate Bulletin Number 03-06-04-012
(Section 06 - Engine/Propulsion System).
When servicing a vehicle for any type of customer concern, the following steps are imperative. Inspect and ensure the integrity of all related wiring
harness connectors. If the wiring harness connectors are not properly put together or engaged before they are locked together, numerous types of
intermittent conditions may occur, which may include any of the symptoms listed above and possibly others.
The first step in any type of electrical diagnosis is a visual and physical inspection of the wiring harness connectors for integrity. Many times, the
vehicle may be repaired just by disconnecting and reconnecting the connectors. As with all repairs to wiring harness connectors and terminals, a
pull test of the terminals within the connector should be performed. A pull test is performed by inserting the proper size terminal test tool (not a
paper clip) into the terminal to determine whether or not the terminal is making good contact, or whether the terminal has been damaged from the
prior improper connection or lack of connection.
Note:
Most terminals used in current module connectors (ECM, BCM, EBTCM and the like) are small 0.64 mm sq. terminals and can be damaged by
probing with the wrong tool.
The J 3561 6-64A or B probe has been designed for these terminals that may be both a round or square design.
For example, if the Connector C2 of the engine wiring harness to the Powertrain Control Module (PCM), for the 2.2L equipped Cavalier or Sunfire
is not properly seated into the PCM:
^ The vehicle may have an intermittent condition with any one of the components which are controlled or monitored by the PCM.
THE CAM LOCK LEVER IS DESIGNED TO PULL (OR ASSIST) THE CONNECTOR INTO ITS FINAL POSITION ONCE IT HAS BEEN
PRESSED STRAIGHT INTO THE PCM HEADER PAST THE INITIAL DETENT, ALLOWING THE LEVER TO BE MOVED INTO THE
LOCKED POSITION. It is not only a retainer but an assist during the connection process . When the wiring harness connector is properly
connected to the PCM, a snap will be heard when the connector is in position to be fully seated. The cam lock lever may then be closed. The cam
lock lever will then do its designated job as both an assist and ensuring the connector does not come apart due to vibration or other types of
conditions found in vehicles as they travel down the highway.
Remember, if a terminal (metal) or the connector (plastic) is damaged, they should be replaced. DO NOT replace the complete wiring harness
assembly. Some harnesses are now on order restriction since most harness damage can be repaired.
Terminals and terminal removal tools are in the J 38125 Terminal Repair Kit and pigtails or complete connectors can be obtained through normal
parts ordering procedures OR from GMSPO and Saab PDC along with tape or conduit.
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:
SECTION:
01 - HVAC
DATE:
January, 2000
TITLE:
HVAC Lack of Performance - Single A/C System Only (Evacuate & Recharge A/C System)
MODELS:
1998-2000 Chevrolet Venture
1998-2000 Oldsmobile Silhouette
1998-2000 Pontiac Trans Sport
With C60 Air Conditioner Frt, Manual Controls (Not C34)
Built from SOP thru VIN Breakpoint YD150489 for 2000 Models Only
CONDITION:
Some customers may comment on a lack of performance of the air conditioning system in hot, humid weather.
CAUSE:
This condition may be due to an undercharged air conditioning system during the vehicle assembly process.
CORRECTION:
1. Perform the Cooling Insufficient, A/C System check. Refer to the HVAC Systems-Manual sub-section of the Service Manual. If a condition
is identified, make the appropriate repair. If no abnormal condition is identified, proceed to the next step.
2. Evacuate and recharge the A/C system with 1.08 kg (2.375 lbs) of R-134a.
3. Replace the A/C evaporator label with P/N 10443319. This label will allow future service technicians to know how much refrigerant is
required by the system.
4. Inspect/test the A/C system for signs of leaks, both visually and with the A/C leak tester.
5. If a leak is found, perform the recommended repair. Refer to the HVAC Systems-Manual sub-section of the Service Manual.
6. If no leaks are found, perform the Cooling Insufficient, A/C System check. Refer to the HVAC Systems-Manual sub-section of the Service
Manual. If a condition is identified, make the appropriate repair. If no abnormal condition is identified, return the vehicle to the owner.
PARTS INFORMATION
WARRANTY INFORMATION
*The 0.6 hr includes the time required to install the new label.
If an evacuate and recharge was required, add 0.9 hr to the base time for evacuating and recharging the HVAC System.
This is a unique Labor Operation Number for use only with this bulletin. This number will not be published in the Labor Time Guide.
Subject:
Correct Diagnostic Procedure When Reviewing A/C Performance Concern and A/C Refrigerant Leak is Suspected
Models:
1997-2001 Passenger Cars and Light Duty Trucks
This bulletin is being revised to update the text and model years. Please discard Corporate Bulletin Number 73-12-12A (Section 1 - HVAC).
Important:
The High Intensity Black Light, J 42220 or GM P/N 12377979, is the most up-to-date technology for finding extremely small leaks. Electronic
leak detectors which do not use the heated diode sensor technology should not be used.
The following diagnostic procedure should be used when a poor A/C performance concern is being investigated and an A/C refrigerant leak is
suspected:
1. Using the dealership's diagnostic computer, search the SI 2000 data base for bulletins applicable to the subject vehicle. A bulletin may have
been issued changing the amount of refrigerant the system should contain and outline proper repair procedures.
2. Start the vehicle's engine and switch the A/C control to the maximum cold position.
3. Inspect the A/C compressor clutch (is it engaged). If the compressor is mounted in a hard-to-see location, switch the A/C system OFF and
ON several times and listen for clutch engagement.
4. If the compressor clutch engages and stays engaged at idle, low side refrigerant pressure is sufficient to check for a leak.
5. To check for a leak, use Kent Moore Tool J 41459 for R134a and insert 1/4 oz of Kent Moore's J 41447 or GM P/N 12345303, R134a tracer
dye, into the refrigerant system.
Important:
By using this tool, the A/C refrigerant system does not have to be evacuated and/or opened just to insert the dye.
6. After insertion of the dye, spray a small amount of J 43872, fluorescent dye cleaner, around the low side fitting to remove any residue.
7. Observe and record on the repair order the ambient temperature and humidity as displayed on the ACR 2000, (J 43600) Air Conditioning
Recovery, Evacuation and Charging System.
8. Place a dial thermometer (ie. J 23640, or J 6742-03) in the center A/C outlet duct.
9. Start and run the engine at 1500 RPM for 5 minutes with the A/C system in the maximum cold position.
10. At the end of the 5 minute run time, record the temperature displayed on the thermometer on the repair order.
11. If the center outlet temperature is at least 11°C (20°F) cooler than the ambient temperature, the system is performing as designed.
12. Use Kent Moore Tool J 42220 or GM P/N 12377979, ultraviolet leak detection lamp, and inspect the complete system for evidence of a leak.
Important:
The leak dye mixes with the refrigerant lubrication (PAG oil). Therefore, extremely small leaks may be pressure, temperature or vibration
sensitive and may not be active during the 5 minute test above. In this case, it may be necessary to request the vehicle be returned for further
testing in 3 to 5 days. Vehicles which were driven in the rain, through sprinkler puddles, etc., may cause leak detection problems as the dye and
the PAG oil are both water soluble.
Warranty Information
Important:
This labor operation has been revised and the 12 month limitation has been removed. If a second test with the black light is needed within 10
days, the Service Manager's approval will be required prior to submission of the claim. If a subsequent leak is found, the test would be
considered part of the diagnostic time required for the repair.
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INFORMATION
Subject:
Proper Use of HVAC System to Achieve Maximum Cooling
Models:
1997-2002 Chevrolet Venture
1997-2002 Oldsmobile Silhouette
1997-1998 Pontiac Trans Sport
1999-2002 Pontiac Montana
The following procedure should be explained to customers who come into the dealership expressing dissatisfaction with the operation of the HVAC
system during hot weather. This procedure will be in the next printing of the 2002 Owner's Manual as well as on an A/C Quick Reference card that
will be available soon.
In order to obtain maximum cooling from the vehicle's A/C system on very hot days, follow these steps:
2. Press the A/C button (the indicator will illuminate) on the A/C control. Set the mode switch to OUTSIDE AIR (2).
3. Put the fan control on Speed 5 and set the temperature knob to full cold by turning it counterclockwise.
4. After 90 seconds, push the RECIRCULATION button (1) (the indicator will illuminate) and close the windows.
This procedure allows the A/C system to generate cold air while venting the hotter air that is inside the vehicle. Once the vehicle achieves the
desired comfort level, it is recommended you push the outside air button (the indicator will illuminate).
Important:
Operating the A/C system continuously in the recirculation mode can result in very low humidity in the passenger compartment. Passengers
may then experience discomfort due to dry eyes.
If the vehicle is equipped with the rear A/C option and there are rear passengers, put the rear fan control on Speed 3 until rear passenger comfort is
achieved. Once the desired comfort level is reached for the rear passengers, it is recommended that the rear blower speed be reduced. Setting the
rear blower speed to "R" will allow the rear passengers to control the rear blower speed and temperature setting. If there are no passengers in the
rear seats, front passenger comfort is achieved more rapidly by having the rear control set to "0" or OFF.
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INFORMATION
Subject:
Automatic Air Conditioning Control Operation
Models:
1997-2003 Passenger Cars and Trucks
2003 HUMMER H2
with Automatic Air Conditioning
This bulletin is being revised to update the model years and add HUMMER. Please discard Corporate Bulletin Number 99-01-39-007A (Section 01
- HVAC).
For the system to operate automatically, the system controls must meet the following criteria:
1. The temperature setting must be one step warmer than the coldest allowable setting.
2. The temperature setting must be one step cooler than the warmest allowable setting.
3. The fan speed selector must be in the automatic position, no driver input to lower or raise the blower speed, after the auto button or key pad
has been pushed.
4. The air flow selector must be in the automatic position, no driver input to change the air flow output, after the auto button or key pad has
been pushed.
If these conditions are not met, the system is considered in the manual mode.
1. In the manual mode, all indicators of automatic operation (i.e. lights, messages, etc., depending on the vehicle car line) will be off.
2. Manual mode is when the driver air conditioning controls are in the full hot, full cold, non-automatic blower speed or non-automatic air
distribution control positions.
INFORMATION
Subject:
A/C Refrigerant System Sealer and A/C System Leak Detection Guidelines
Models:
1994-2003 Passenger Cars and Trucks
2003 HUMMER H2
with Air Conditioning
It has come to the attention of GM Service Operations that A/C system sealers, A/C system stop-leak products, and A/C system seal conditioners
have become available to the consumer and A/C repair industry. GM Service Operations DOES NOT endorse or approve the use of any aftermarket
A/C system sealer, A/C stop-leak product or A/C seal conditioning product in any GM vehicle. The use of these aftermarket products may cause
damage to AC systems and to AC service equipment.
A/C systems found to be contaminated with A/C system sealers, A/C stop-leak products, or seal conditioners are not covered by the GM New
Vehicle Warranty or the GM Replacement Part Warranty.
GM Service Operations recommends the detection of A/C system leaks through the use of GM-approved leak detectors and fluorescent leak
detection dyes. GM recommends the replacement of leaking A/C components and the repair of leaking A/C connections. Many federal,
state/provincial and local regulations prohibit the recharge of A/C systems with known leaks.
Vehicles found or suspected to be contaminated by an A/C system sealer should be treated as a contaminated system. A/C system flushing may not
remove the system sealer from the system.
Using GM-approved (refrigerant-based) system flushing on A/C system contaminated with sealer products can introduce these sealer products to
A/C service equipment which may cause equipment damage. Unapproved system flushing methods can leave unacceptable amounts of flushing
agent in vehicle systems causing further damage. Component replacement may be necessary for correcting a vehicle system contaminated with
system sealer products. GM Service Operations recommends the use of only R-134a refrigerant for all vehicles manufactured since 1994. GM does
not recommend blended refrigerant or hydrocarbon-based refrigerant. GM Service Operations recommends only the application specific
compressor oil in the exact quantity specified for the application.
INFORMATION
Subject:
J 44551 A/C Suction Screen Kit Repair Recommendations and Procedures After Catastrophic Compressor Failures
Models:
1997-2004 Passenger Cars and Light Duty Trucks
2003-2004 HUMMER H2
with Delphi HD6, HU6 and HT6 Compressors
Supercede:
This bulletin is being revised to update model years and add the HUMMER H2. Please discard Corporate Bulletin Number 01-01-39-003 (Section
01 - HVAC).
GM Service Operations and Delphi Thermal Systems have worked with GM dealers over the past three years to develop the tools and procedures to
increase your success rate on repairing vehicle A/C systems that experience catastrophic compressor failures.
After a catastrophic compressor failure, it is extremely important to eliminate and/or contain the debris that causes repeat repairs. The debris
generated from a catastrophic compressor failure is discharged into the compressor suction line, the discharge line, the condenser and the liquid
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line. The use of the J 44551 Suction Screen Kit DOES NOT replace the need for liquid line filters as described in the vehicle specific Service
Manual. Liquid line filters should be used whenever possible (after a catastrophic compressor failure) to protect the expansion device (orifice tube
or TXV) from debris.
Analysis of failed replacement compressors show the debris discharged into the INLET side of the compressor (suction line) is often pulled into the
replacement compressor. It is important to keep this debris out of the new compressor to avoid repeat compressor failure. The J 44551 Suction
Screen Kit is designed to help protect the NEW (replacement) compressor from ingesting debris that was sent into the SUCTION side of the system
during a compressor failure.
The J 44551 kit supplies your dealership with the right tools and supplies to cover the Delphi HD6, HU6 and HT6 compressors for most GM
applications. Delphi V5 and V7 compressors already have this screen installed in the suction port of the compressor and do not need an additional
screen installed.
Service Procedure
Tools Required
The J 44551 Suction Screen Kit contains three different screen sizes. It is important to select the correct size screen that will press fit into the
suction port of the compressor hose assembly. The screen should not be installed loose inside the hose assembly.
Installation Procedure
1. Evacuate the air conditioning system completely using the applicable recovery equipment.
2. Remove the bolt that attaches the manifold of the muffler assembly hose to the air conditioning compressor.
3. Use the Suction Port Sizing Tool (1) in order to determine the appropriate size filter screen.
4. Install the proper Installation Mandrel (1) on the threaded portion of the Installation Tool.
5. Using the Installation Tool, place the manifold into the fixture of the tool.
5.2. Ensure that you are on the suction side of the air conditioning manifold.
5.3. Place the filter screen straight into the bore before proceeding.
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5.4 Using a 9/16 in wrench, turn the bolt of the Installation Tool (3) clockwise, pressing the filter screen (2) into the bore.
The filter screen must be flush with or slightly below the bore.
6. Reinstall the manifold (1) on the rear of the air conditioning compressor. Make sure to tighten to the correct specifications.
Important:
Be sure to clean the appropriate surface before applying the Notification Label.
7. Included in the kit is a bright yellow Notification Label with the following message: ATTENTION! Suction Line Screen Installed. It is very
important that you apply this label to the manifold, the suction line, or some other appropriate, highly visible location.
Removal Procedure
1. Using the appropriate Removal Tool (1), place the Removal Tool (1) into the bore of the filter screen.
3. Turn the nut clockwise to remove the filter screen using the appropriate size wrench.
INFORMATION
Subject:
Contaminated R-134a A/C Systems - Air Conditioning System Flushing Procedures and Universal In-Line A/C Filter Installation
Models:
1993-2005 Passenger Cars and Light Duty Trucks
This bulletin is being revised to update the parts information. Please discard Corporate Bulletin Number 01-01-38-006C (Section 01 - HVAC).
GM Service Operations has worked with GM dealers to develop tools and procedures to properly flush A/C (air conditioning) systems. The
recommended flushing procedure uses liquid R-134a refrigerant to perform the system flush and is the only GM approved method for system
flushing. The use of alternate methods that utilize solvents has proven to be detrimental to A/C system performance and durability. Every General
Motors dealer has received a J 43600 ACR 2000 Air Conditioning Service Center that has built-in A/C system flushing capabilities. Every General
Motors dealer has also received a J 45268 Flush Adapter Kit to utilize the flushing capability of the J 43600 ACR 2000.
This bulletin contains a general outline of the procedure and when to perform A/C system flushing. Vehicle specific flushing information is
contained in the HVAC section of SI.
A/C system flushing should NOT be routinely performed when a system failure is encountered. System flushing takes a considerable amount of
time to perform and is NOT necessary on most system failures. System flushing requires prior authorization by the GM Area Service Manager (the
District Service Manager in Canada) and should be performed only when one of the following conditions is found:
A/C system flushing will remove some of the metal particles during a flush, but flushing is not completely effective in removing all metallic debris.
System flushing should not be considered if removal of metallic debris is the only objective. GM Service Operations continues to strongly
recommend the use of a Liquid Line Filter and a Suction Screen to control this type of system contamination and avoid repeat failures.
Tools Required
^ J 45268 A/C Flush Adapter Kit J 41447 R-134a Tracer Dye or equivalent
A warm engine compartment or higher ambient temperatures as well as air flow across the heat exchangers (evaporator, accumulator and
condenser) speed the refrigerant recovery time during the A/C flush procedure. Whenever possible, warm the engine prior to A/C system flushing.
An external fan blowing across the condenser and running the A/C blower motor while the engine is running may be used to speed up refrigerant
recovery.
2. Remove the expansion device (orifice tube or TXV (Thermostatic Expansion Valve)).
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3. Connect the A/C lines with the orifice tube removed or install the appropriate TXV Adapter from the J 45268 A/C Flush Adapter Kit.
5. Inspect the end of the suction hose for a suction screen. Remove the suction screen using the screen remover in the J 44551 A/C Suction
Screen Kit, if installed.
6. Install the appropriate A/C compressor hose assembly flush adapter(s) from kit J 45268.
7. Configure the flush adapter and hose for either a forward flush or reverse flush. Refer to the Flushing Configuration section of this bulletin.
Each circuit of a front/rear A/C system must be flushed separately. Flow to one circuit must be blocked with the use of a blocked orifice tube
or blocked TXV. The front circuit should always be flushed first.
Front Circuit
2. Remove the expansion device (orifice tube or TXV) from the front circuit.
3. Re-connect the A/C lines with the orifice tube removed or install the appropriate non-blocked (open) TXV Adapter from kit J 45268.
Important:
A blocked orifice tube is not supplied with the J 45268 Adapter kit. A blocked orifice can be made as follows: Cut the orifice tube frame
and screen.
Remove enough of the frame and screen to access the end of the brass orifice tube. Seal the tube by pinching off the end of the orifice
tube.
4. Remove the expansion device (orifice tube or TXV) from the rear circuit and install a plugged expansion device (orifice tube or TXV) into
the rear circuit.
6. Inspect the end of the suction hose for a suction screen. Remove the suction screen using the screen remover in the J 44551 A/C Suction
Screen Kit, if installed.
7. Install the appropriate A/C compressor hose assembly flush adapter(s) from kit J 45268.
8. Configure the flush adapter and hose for either a forward flush or a reverse flush. Refer to the Flushing Configuration section of this bulletin.
9. Perform the flush of the front system by following the instructions supplied with the J 43600 ACR 2000.
10. Replace the plugged expansion device (orifice tube or TXV) in the rear circuit with an open expansion device (orifice tube or TXV).
11. Replace the open expansion device (TXV or orifice tube) in the front circuit with a plugged expansion device (orifice tube or TXV).
12. Flush the rear system by following the instructions supplied with the J 43600 ACR 2000.
Forward flushing (the same flow as normal system operation) is recommended for contaminated refrigerant and/or A/C system lubricant.
Important:
Install a new filter inside the J 45268-1 for every flush. Service the filter with GM P/N 5651802 (use P/N 729832 in Canada). Remove
and discard the check valve from the filter.
Important:
Check that the J 43600 ACR 2000 has a sufficient refrigerant charge prior to the start of the flushing procedure. The J 43600 ACR 2000
must have at least 7 pounds (3.18 kgs) of refrigerant available for charging in the machine's internal storage vessel.
Important:
Always close the valve on the J 43600 ACR 2000 external refrigerant tank before starting the flushing procedure.
1. Connect the J 45268-1 flush filter adapter to the suction port of the A/C compressor hose assembly flush adapter.
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2. Connect the blue hose from the J 43600 ACR 2000 to the J 45268-1 flush filter adapter.
3. Connect the red hose from the J 43600 ACR 2000 to the discharge port of the A/C compressor hose assembly flush adapter.
4. Follow the instructions supplied with the J 43600 ACR 2000 and flush the A/C system.
Reverse flushing (the opposite flow of normal operation) is recommended for a desiccant bag failure. Always replace the accumulator after
the reverse flushing procedure is complete.
Important:
Install a new filter inside the J 45268-1 for every flush. Service the filter with P/N 5651802 (in Canada, P/N 729832). Remove and
discard the check valve from the filter.
Important:
Check that the J 43600 ACR 2000 has a sufficient charge prior to the start of the flushing procedure. The J 43600 ACR 2000 must have
at least 7 pounds (3.18 kgs) of refrigerant available in the machine's internal storage vessel.
Important:
Always close the valve on the J 43600 external refrigerant tank before starting the flushing procedure.
1. Connect the J 45268-1 flush filter adapter to the discharge port of the A/C compressor hose assembly flush adapter.
2. Connect the blue hose from the J 45268-1 flush filter adapter.
3. Connect the red hose to the suction port of the A/C compressor hose assembly flush adapter.
4. Follow the instructions supplied with the J 43600 ACR 2000 and flush the A/C system.
Important:
Flushing will remove all the A/C system lubricant and leak detection dye from the A/C system. After a catastrophic compressor failure, it
is extremely important to eliminate and/or contain the debris that may cause repeat repairs. The debris generated from a catastrophic
compressor failure will be discharged into the compressor suction line, discharge line, condenser and liquid line. The use of the J 44551
Suction Screen kit DOES NOT replace the need for liquid line filters as described in the vehicle specific Service Information. A liquid
line filter should be installed whenever possible, after a catastrophic compressor failure, to protect the expansion device (orifice tube or
TXV) in both the front and rear systems from debris.
The J 44551 supplies your dealership with the right tools and supplies to cover the Delphi HD6, HU6 and HT6 compressors, as well as most
non-Delphi compressors, for most GM applications. Delphi V5 and V7 compressors already have this screen installed in the suction port of
the compressor and do not need an additional screen installed.
The J 44551 Suction Screen Kit contains three different screen sizes. Additional screen sizes are being developed. It is important to select the
correct size screen that will press fit into the suction port of the compressor hose assembly. The screen should not be installed loose inside the
hose assembly.
1. Insert the J 44551-6 sizing tool into the suction hose to select the correct size suction screen.
2. Insert the suction screen into the compressor end of the suction hose.
4. Install the J 44551-5 screen installation tool over the end of the suction hose and the suction screen.
Important:
Correct placement of the J 44551 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 suction screen tool from the suction hose.
9. Remove the A/C compressor drain plug, if equipped. Drain the A/C system lubricant from the compressor into a clean, graduated cylinder.
Rotate the compressor input shaft to assist in draining the A/C system lubricant from the compressor. Measure and record the amount of A/C
system lubricant removed.
12. Remove the blocked orifice tube or TXV adapter (front/rear systems only).
^ For front/rear systems, be sure both expansion devices (orifice tubes or TXVs) are installed.
Important:
Even after a system flush, control devices are subject to contamination and malfunction. To insure long term reliability the installation of
the newly redesigned in-line A/C filter before an orifice tube or rear TXV is recommended.
^ Install the in-line filter on front A/C systems before the orifice tube.
^ Install the in-line filter on front/rear A/C systems before the "Y" in the evaporator tube.
^ Do not allow metal burrs to enter the evaporator tube during cutting or when removing the burrs.
^ Because of limited space in the engine compartment, it may be necessary to remove the system's existing orifice tube and install the
orifice in the in-line filter.
14. Install a Universal In-line A/C Filter, P/N 89016656 (AC Delco P/N 15-10413). Refer to the instruction sheet included with the filter for
detailed installation instructions. Re-install the suction screen if it was previously removed.
15. Look up the required amount of A/C system lubricant for the vehicle being worked on. Refer to the System Capacities table in the
appropriate section of SI. Remember that after a system flush there is no lubricant in the A/C system.
16. Install the proper amount of Synthetic Lubricant (Universal Refrigerant Oil), P/N 12378526 (in Canada, P/N 88900060), into the A/C system
using the J 45037 Oil Injector.
17. Add one bottle of J 41447 R-134a Tracer Dye, GM P/N 12346303 (in Canada, P/N 10953458), or the equivalent, using the J 41459 dye
injector (or the equivalent).
19. Recharge the A/C system to the proper charge level specified for that vehicle's A/C system.
21. Leak test all connections using the J 44220 Universal 12V Leak Detection Lamp, the J 39400-A Leak Detector or equivalents. Remember
that the A/C system must operate for several minutes before leak dye will show a leak if one is present.
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Parts Information
Warranty Information
GM has not established a specific labor operation for system flushing. When system flushing is necessary during the warranty period, submit
additional labor hours with the labor operation used for the system repair.
INFORMATION
Subject:
Guidelines For Use of Essential Tool J 44721 Power Steering System Analyzer
Models:
1997-2002 Passenger Cars and Light Duty Trucks with Power Steering
Every General Motors dealer has received a power steering pressure and flow analyzer J 44721, or update kit J 44721-upd. This bulletin is being
sent to help answer questions regarding the use of the J 44721 analyzer and inform service personnel of the additional diagnosis time for the
installation and use of the analyzer.
Over the last year, GM Product Engineering and Delphi Steering Systems have worked with select GM dealers using this tool to properly diagnose
and correct conditions with power steering gears and pumps. The results of this cooperative effort show a significant decrease in unnecessary pump
and gear replacement. This new tool gives the GM dealer a competitive advantage in the area of power steering repair and will help GM technicians
to fix vehicles "right the first time."
The J 44721 Power Steering Analyzer is intended to aid diagnosis of power steering Systems and is very easy to use. The technician can use this
tool to eliminate the hydraulic portion of the power steering system as the cause of specific customer concerns. Use tool J 44721 and Service
Manual diagnostics for the following concerns:
^ Noise conditions that may be related to the hydraulic system (i.e. pump whine/laboring)
Important:
If the diagnosis indicates pump and/or steering gear meet the published pressure and flow specifications, do not arbitrarily replace either
component. Refer to published Service Information such as SI2000 or Service Bulletins for further diagnosis.
Use the tool by installing the J 44721 analyzer in series on the pressure side of the hydraulic power steering system. Use the adapters included in
the kit and install the J 44721 on the most accessible pressure fitting. Any location on the pressure side of the system is acceptable such as:
Refer to the appropriate vehicle Service Manual and perform the power steering system test procedure. You may claim 0.0 to 0.5 hours of diagnosis
time, depending on actual time spent performing diagnosis. Additional labor time for the use of J 44721 can be submitted for the labor operations as
shown.
The use of additional labor time is subject to review and the guidelines given in this bulletin.
U.S. Dealers
A power steering system training video was previously provided to all GM dealers to help technicians in diagnosing steering system concerns. GM
recommends all dealership steering/suspension technicians review this video. Additional copies of this video can be obtained by contacting
Kent-Moore Tools at 1-800-GM TOOLS and requesting J 44721-VID.
DISCLAIMER
Technical Service Bulletin # 02-06-01-026 Date: 020601
INFORMATION
Subject:
Engine Identification Information
Models:
2003 and Prior Passenger Cars and Trucks
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2003 HUMMER H2
with North American Engines
This bulletin covers the location of the engine identification information for OEM, service, Goodwrench(R) and remanufactured engines. The OEM
information is a paper bar code tag attached to the engine. The Goodwrench(R) information is on a metal tag attached to the engine.
The engine bar code tag is usually in one of several places. The bar code tag could be on a rocker arm cover, the ends of a cylinder head or on the
oil pan or the oil rail area of the engine. The information required from the tag is the 3 position alpha-numeric code which identifies the model of
the engine and the series of numbers at the bottom of the tag. The number of digits will vary depending on the engine application. All the numbers
will be required to process an engine request. If this is the original engine in the vehicle, the engine information is available in GMVIS. Choose the
Vehicle Component selection, the 3 position alpha-numeric code is the Part/Num Broadcast section and the Traceability section is the bar code
information that is required. It may be easier to use GMVIS to obtain the necessary information; however, it is only valid for the original engine.
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^ L36 and L67 applications - Center of the LH rocker arm or LH side of the engine in the oil pan rail area of the engine
^ L35 and LU3 applications - Front of the RH cylinder head or right side of the oil pan sump
^ LA1 and LG8 applications - Top of the RH rocker arm cover or front of RH oil pan rail
^ L81 and LA3 applications - On cam drive cover on the front of the engine
^ LL8 applications - Rear of rocker arm cover on the front of oil pan rail on the RH side
V8 Engine Locations
^ LR4, LM7, LQ4 and LQ9 applications - Rear of RH cylinder head or RH side of the oil pan
^ LS1 and LS6 applications - Rear of LH cylinder head or the front part of LH oil pan rail
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^ L30 and L31 applications - Rear of RH rocker cover or on the RH side of the oil pan
^ L46, L37 and LD8 applications - Front of RH rocker cover or the RH side of oil pan rail
The tag is made of metal and is approximately 2 in x 1-11/16 in (5.1 cm X 4.3 cm). It is installed on all remanufactured engines and new engines
assembled by non-GM suppliers.
INFORMATION
Subject:
Engine Crankcase Flush
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Models:
2003 and Prior GM Cars and Trucks
2003 HUMMER H2
2003 and Prior Isuzu Light and Medium Duty Trucks with Gasoline Engines
General Motors is aware that some companies are marketing tools and equipment to support engine crankcase flush procedures. GM does NOT
endorse or recommend crankcase flushing for any of its gasoline engines. Analysis of some of the materials used for crankcase flushing procedures
indicate incompatibility with GM engine components and the potential for damage to some engine seals and bearings. Damage to engine
components resulting from crankcase flushing procedures is not covered under the terms of the New Vehicle Warranty.
INFORMATION
Subject:
Models:
1993-2004 Passenger Cars and Light Duty Trucks
Supercede:
This bulletin is being revised to add the 2004 model year and add information for clarification. Please discard Corporate Bulletin Number
01-01-38-013 (Section 01 - HVAC).
A recently completed analysis of air conditioning (A/C) compressors that had been replaced for noise, vibration and insufficient cooling concerns
has indicated a high number of "no trouble found" results. Further studies have shown that the root cause of the customer concerns that might lead
to a compressor replacement was often a state of refrigerant charge issue or in another area or system of the vehicle. The A/C system refrigerant
charge level, either high or low, has been found to be a major contributor to unnecessary compressor replacement. The ability of the ACR 2000
Refrigerant Recycling/Recharging Tool to recover and measure the weight of the A/C system refrigerant charge will help the technician make a
more accurate diagnosis of a charge level concern prior to any component replacement.
A thorough visual inspection should always be performed before any tests or repairs are done. Doing so may find an obvious problem that will save
time and eliminate the need for extensive diagnosis. Some additional items, as listed below, should be considered before a compressor is replaced
for noise, vibration or insufficient cooling concerns.
^ The A/C refrigerant lines may be grounding out on body, chassis or engine components. This may allow noise and vibration to be transmitted
into the passenger compartment.
- The space between the condenser and radiator may be filled with leaves or debris.
- The installation of aftermarket accessories may alter or restrict the air flow through the condenser.
^ Inspect for missing or mispositioned air deflectors, baffles, seals and shrouds.
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^ The compressor cycling switch may not be operating correctly. This may allow the evaporator core to freeze up or the compressor may not stay
engaged long enough for proper system pressures to develop.
^ The A/C system may be overcharged or undercharged with refrigerant. The A/C system charge weight can be measured with the ACR 2000
after a refrigerant recovery is done.
^ The A/C system may have an improper amount or incorrect type of refrigerant oil. Only GM approved refrigerant oils should be used.
^ The vehicle's refrigerant may be contaminated or contain an excessive amount of air. The vehicle's A/C system may have been charged with an
unapproved refrigerant. The refrigerant identifier on the ACR 2000 should alert the technician to these conditions.
^ The orifice tube or thermostatic expansion valve (TXV) may be restricted, plugged or inoperative.
^ The capillary bulb on the TXV must be properly positioned so that the valve will provide proper refrigerant flow.
^ The desiccant bag in the accumulator may have failed, allowing debris to circulate in the A/C system.
^ The A/C system charge weight may have been changed. Components with an updated design may have been released. A check for service
bulletins applicable to the vehicle being worked on should always be done.
^ A check for diagnostic trouble codes in all the control modules on the vehicle should be done. Some trouble codes will disable compressor
operation after they have set. They must be repaired and cleared before compressor operation is allowed.
^ Verify that the engine is not operating with a low unstable idle, and that the engine is operating within the compressor engagement parameters
(for example; the engine may be overheating or it may be too cold for compressor engagement).
^ The diagnostic procedures in the HVAC section of the Service Manual should be performed as written to prevent the misdiagnosis of a
customer concern. The HVAC Diagnostic System Check and the A/C System Performance Test are written for a specific model only. They are
not generic charts. They follow a logical order with detailed instructions on how to perform each step.
^ The Technical Assistance Center may be contacted for additional help and the latest information on any unusual concerns.
When a thorough HVAC system diagnosis indicates that the compressor should be replaced, follow the procedure in the appropriate Service
Manual. The oil balance instructions are an important part of the replacement procedure. The correct refrigerant oil, as listed in the Service Manual,
must be used in the new compressor. It is recommended that a suction screen filter be installed on Delphi Harrison compressors that do not already
have one. The suction screen filter is not approved for use on compressors from other manufacturers. Refer to Corporate Bulletin Number
01-01-39-003A for more information on A/C suction screen kit repair recommendations and procedures. If the compressor has had a catastrophic
internal failure, an inline filter may be required to capture the large amount of debris that may be found to be circulating in the A/C system. In
addition, the A/C system may require flushing. Refer to Corporate Bulletin Number 01-01-38-006B for more information on flushing procedures
and recommendations.
The addition of fluorescent refrigerant leak dye to the A/C system is recommended if the vehicle does not have it installed already. Some vehicles
have leak dye installed at the assembly plant and this will be indicated on the A/C charge label. Refer to Corporate Bulletin Number 00-01-38-009B
for more information. If leak dye has been added during a previous repair and has been in the vehicle for more than three years, it is recommended
that additional dye be added. Finally, a leak check of the entire A/C system should be performed before the vehicle is returned to the customer.
Important:
For all GM paid repairs, the charge summary printout from the ACR 2000 is still required to be attached to the shop copy of the repair order.
The warranty code must be submitted in the warranty claim information in the comment field. This code provides valuable information about
the repair to General Motors for product quality improvement.
INFORMATION
Subject:
New Polymer Coated Piston and Rod Assembly
Models:
2000-2003 Buick Century
2002-2003 Buick Rendezvous
1996 Chevrolet Lumina APV
1997-2003 Chevrolet Venture
1999-2001 Chevrolet Lumina
1999-2003 Chevrolet Malibu, Monte Carlo
2000-2003 Chevrolet Impala
1996-2003 Oldsmobile Silhouette
1999 Oldsmobile Cutlass
1999-2003 Oldsmobile Alero
1996-1999 Pontiac Trans Sport
1999-2003 Pontiac Grand Am
2000-2003 Pontiac Grand Prix, Montana
2001-2003 Pontiac Aztek
with 3.1L or 3.4L V-6 Engine (VINs E, J - RPOs LA1, LG8)
A new piston and rod assembly has been released for use in the above models. The new piston is Polymer coated and will arrive with the piston
rings and connecting rod already assembled to it, but does not contain the connecting rod bearing. Use this new piston assembly any time the need
to replace either the piston or connecting rod should arise.
Subject:
SMU - Revised Thermostat Replacement Procedure
Models:
1997-2005 Chevrolet Venture
1997-2004 Oldsmobile Silhouette
1997-1998 Pontiac Trans Sport
1998-2005 Pontiac Montana
This bulletin is being issued to revise the Thermostat Replacement procedure in the Engine Cooling sub-section of the Service Manual. Please
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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.
This procedure previously stated that it was necessary to remove the exhaust crossover pipe. This step is NOT required.
INFORMATION
Subject:
Radiator Repair/Replacement Guidelines
Models:
2000 and Prior Passenger Cars and Trucks
If repair of an aluminum/plastic radiator is required, it is recommended that the following guidelines be followed:
For aluminum/plastic radiators that have damage to the face of the core including bent fins, punctures, cuts, leaking tubes or header tubes, the
aluminum radiator core section should be replaced with a new one. In these cases, if both of the plastic tanks are not damaged, they can be reused
with the new core. If one or both of the plastic tanks are damaged along with the core, it is recommended that a complete new radiator assembly be
installed.
Warranty repairs for leaks at the tank to header (gasket leaks), broken/cracked plastic tanks, cross threaded or leaking oil coolers should be repaired
without replacing the complete radiator. This type of repair should be handled by the radiator repair facility in your area.
Many of these radiator repair facilities are members of the National Automotive Radiator Service Association (NARSA) who follow industry and
General Motors guidelines when repairing radiators. These facilities have the special tools, tanks and pressurizing equipment needed to properly
test the repaired radiator prior to returning it to the dealership. Many of these facilities receive the repair components directly from General Motors.
The sublet expense for a new radiator or the repair of the radiator under warranty should be handled following normal procedures.
The GM released epoxy repair kit referenced in previous publications is no longer available. Repairs to the radiator, rather than replacement, is
strictly at the owner's discretion.Technical Service Bulletin # 99-03-10-104 Date: 991101
INFORMATION
Subject:
Improper Tire Pressure
Models:
1999-2OOO Passenger Cars and Trucks
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Important:
Tires must be set to the recommended inflation pressure during the pre-delivery inspection (including the spare tire).
Ride, handling and road noise concerns may be caused by improperly adjusted tire pressure. The first step in 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's tire placard. The tire placard is
located on the driver's door edge or the rear compartment lid. Do not use the tire pressure indicated on the tire itself as a guide. 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:
^ Harsh ride
^ Poor handling
1999 GM RECOMMENDED TIRE INFLATION Technical Service Bulletin # 00-03-10-003B Date: 010501
WARRANTY ADMINISTRATION
Subject:
GM Tire Warranty for Bumper-to-Bumper Program
Models:
1996-2001 Passenger Cars and Light Duty Trucks
Attention:
"GM of Canada" and "IPC" dealers are not authorized to utilize this service bulletin.
This bulletin is being revised to include information on the new GM Global Tire Warranty & Claims (GTWC) website for preparing the GM Tire
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Requisition & Return Document for tires being replaced under the Bumper-to-Bumper New Vehicle Limited Warranty Program. Please discard
Corporate Bulletin Number 00-03-10-003A (Section 03 - Suspension)
Since the 1996 model year, original equipment manufactured (OEM) tires on all GM passenger cars and light duty trucks are covered under the
Bumper-to-Bumper time and mileage provisions of the GM New Vehicle Limited Warranty. Saturn began such coverage with the 2001 model year.
Tire warranty coverage allows the customer to have all warranty needs, including tires, addressed at one location - a GM dealership. Although GM
dealers are not required to inventory tires to administer this warranty coverage, some dealers may choose to do so.
What Is Covered
Only OEM tires are covered against defects in material and workmanship. OEM tires will always have a Tire Performance Criteria (TPC) number
molded on the sidewall near the tire size. (Exceptions: Prizm and some Tracker models do not use TPC tires, but are still covered.) Any replaced
tire will continue to be covered for the remaining portion of the New Vehicle Warranty. Tires will be warranted without prorated charges for tread
mileage.
Following expiration of GM's coverage, tires may continue to be warranted, on a pro-rated basis, by the tire manufacturer. Review the tire
manufacturer's booklet (included as part of the glove box material).
^ Non-original equipment tires (those without a TPC number molded on the sidewall except Prizm and Tracker) are not covered.
^ Road hazard is not covered. This includes punctures, cuts, impact breaks, etc.
Road hazard is covered by the tire manufacturer on sealant and EMT (run flat) tires.
^ Damage due to misuse, negligence, lack of maintenance, alteration, racing and vandalism is not covered.
Effective May 14, 2001, GM dealers will be required to use the Global Tire Warranty & Claims (GTWC) website to electronically initiate the Tire
Requisition & Return Document needed to obtain replacement tires. All previous paper copy versions of this document should be discarded.
The GTWC website is a secured, encrypted, password-protected tool designed to allow GM to collect and monitor data on tires being replaced on
all GM vehicles, providing an early warning for any concerns. The website will provide a more efficient, faster and error-free procedure for
preparing the GM Tire Requisition & Return Document.
The electronic Tire Requisition & Return Document requires one form per tire, not one form per vehicle, as in the past. This web form is designed
to automatically fill data fields and provides many drop-down menu selections to minimize user effort. It also has additional data requirements on
types of adjustments and has a monitoring system for the return of tires to the tire manufacturer for inspection. GM dealers will need to print copies
of the completed web form to get replacement tires from the local tire dealer and to return the removed tire(s) to the tire manufacturer for
inspection.
Once the removed tire has been returned and inspected, the tire manufacturer will also use the GTWC web system to complete the form initiated by
the GM dealer.
Users may access the system using any PC with an Internet connection through the GM ACCESS hyperlink or preferably using a local Internet
Service Provider (ISP). The minimum browser version required is Netscape 4.5 or Internet Explorer 4.0 or higher. The GM ACCESS server has an
outdated web browser and cannot be used to access this website. Please use a client PC with the appropriate level of browser.
1. From a Microsoft Internet Explorer or Netscape, type in the web address: http://gtwc.gm.com.
2. IN the pop-up logon window, type your User ID (which is your Business Association Code) and your password (your initial password is the
same as your User ID) and then click the OK button.
3. For security, each dealer is encouraged to change their password after they logon the first time. Click on "Change Password" from the upper
right-hand menu bar and follow the instructions provided. Please note that User IDs and passwords are case sensitive.
4. From the "Create New Adjustment" screen, select your GM Dealer Code from the drop-down menu.
5. Proceed through the form, using the drop-down menus and "populate" buttons to auto-fill related data.
6. Help buttons are located at individual data fields and overall forms help and definitions are available at the top right of the screen.
7. From the bottom of the screen, you can "Save as Draft" to complete the form later or "Submit" the form if it is complete.
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8. A confirmation screen will appear allowing you to print the form. Three copies of the form should be printed. One copy will be provided to
the tire store to obtain a replacement tire. The second copy will be sent with the returned tire and the third copy should be retained. in the
vehicle history file. In addition, an option to quickly create another form called "Next Tire Same Vehicle" is shown.
9. On the navigation menu bar across the top of the screen, "Edit" and "View" choices provide a way to get back to incomplete forms or view
forms that have been submitted. A search mechanism is available to sort through forms by fields (date of form, repair order number, etc.).
1. Determine the vehicle and tire eligibility based on the What Is Covered/What Is Not Covered portion of this bulletin.
2. A GM Tire Requisition and Return Document must be completed electronically on the website to obtain tires. Pressing the web form Submit"
button does NOT order a new tire. GM dealers will need to print a copy of the completed web form to get the replacement tire from the local
tire dealer.
3. New tires are to be obtained through the local tire dealer using a printed copy of the GM Tire Requisition and Return web form. A warranty
replacement tire will be provided at no charge. Dealers are NOT to purchase warranty replacement tires. If a tire dealer is not convenient, call
the tire manufacturer's toll-free phone number (listed later in this bulletin). Some tire companies will ship direct to the GM dealership.
4. New tires should be properly mounted, dynamically balanced and installed in the customer's vehicle. Proper balance weights and wheel nut
torque procedures must be used.
MOST tires replaced under the New Vehicle Limited Bumper-to-Bumper Warranty will be returned to the tire manufacturer. This is done using
pre-addressed, prepaid UPS shipping labels. These labels can be obtained from Helm by calling 1-888-549-6152. Do NOT call UPS or the tire
companies for these labels. There will be instances when the GM Warranty Parts Center (WPC) will request tires. Therefore, all replaced tires must
be retained until receipt of claim payment. The WPC will request a tire(s) on the same day the credit memo is received at the GM dealership. If no
WPC request is received, the dealer should return tires to the proper tire manufacturer.
GM dealers are encouraged to submit warranty claims as soon as possible in order to alleviate storage of tires.
Whether returned to the tire manufacturer or the WPC, a printed copy of the Tire Requisition and Return Document web form and the repair order
must be placed in an envelope and securely taped to EACH tire being returned. A shipping label to the WPC or tire company must be attached to
EACH tire being returned. Using a tire crayon, mark the tire to indicate the reason for replacement or location of the defect.
1. The correct tire warranty labor code must be used for the brand of tire replaced. Choose the correct labor code from the list as shown.
2. The generic number 09592318 MUST be inserted on all tire claims in the "part number" field regardless of manufacturer to ensure correct
processing.
3. A $25 administrative allowance per repair order MUST be inserted in the "parts amount" field.
Labor time to replace one tire, including mounting and balancing, is 0.6 hr. Each additional tire replaced is 0.4 hr.
Important:
For tire replacement because of transportation damage or incorrect parts, use labor code E0421 and submit as a transportation claim.
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DISCLAIMER
INFORMATION
Subject:
Tire Sidewall Damage
Models:
2002 and Prior Passenger Cars and Light Duty Trucks
Inspection of a number of tires returned to the Warranty Parts Center and the various tire manufacturers has revealed gouges and/or abrasions that
are located on the tire's outboard sidewall. Typically, these gouges and/or abrasions appear to be located near where the tire was marked for wheel
balance weight installation at the vehicle assembly plant.
It has been determined that this type of surface damage to the tire may be the result of dealers or owners using a high pressure power washer to
remove wax/paint/ink marks from the tire sidewall. Do not use a high pressure power washer on tires. To remove any markings from the tire's
sidewall, only use soap water and a scrub brush.
This type of tire sidewall damage should not be considered as a warrantable condition.
INFORMATION
Subject:
Discontinue Usage of Tool J 6627-A for Wheel Stud Removal
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Models:
1992-99 Buick Riviera
1992-2000 Buick Century, LeSabre, Park Avenue, Regal
1992-2000 Cadillac DeVille, Eldorado, Seville
1992-96 Chevrolet Lumina APV
1997 Chevrolet Corvette (C-5)
1997-2000 Chevrolet Venture
2000 Chevrolet Impala, Monte Carlo
1992-99 Oldsmobile Aurora, Eighty Eight, Regency
1992-2000 Oldsmobile Silhouette
1998-2000 Oldsmobile Intrigue
1992-98 Pontiac Trans Sport
1992-2000 Pontiac Bonneville, Grand Prix
1999-2000 Pontiac Montana
SPECIAL TOOL J 6627-A IS NOT TO BE USED AS THE WHEEL STUD REMOVAL TOOL FOR THE ABOVE VEHICLES.
Notice:
The fingers of J 6627-A extend too far down the back of the wheel hub and bearing assembly. When this tool is used as a wheel stud press, it
may cause damage to the wheel hub inner seal. If the seal is damaged, water intrusion may occur and the life span of the wheel hub and bearing
assembly may be decreased.
Important:
If any seal is damaged, it is recommended that the wheel hub and bearing assembly be replaced.
USE OF EITHER SPECIAL TOOL J 35917 OR J 43631 IS RECOMMENDED IN ORDER TO PROPERLY REMOVE THE WHEEL STUDS
ON THE VEHICLES LISTED ABOVE.
These tools have similar dimensions and differ slightly in appearance, therefore, only one illustration is included.
Notice:
Do not remove the wheel studs with a hammer. This technique can potentially damage the wheel hub and bearing assembly.
In addition to using special tool J 35917 or J 43631, the following vehicles require the front wheel hub bearing to be removed from the front
aluminum knuckle in order to replace the wheel stud:
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)
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.
^ 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)
Warranty Information
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Disclaimer
Technical Service Bulletin # 01-08-61-003 Date: 010401
INFORMATION
Subject:
Information - New Frame Insulator Remover/Installer From Kent Moore
Models:
1997 - 2000 Buick Park Avenue
1997 - 2002 Buick Century, Regal
2000 - 2001 Buick LeSabre
2002 Buick Rendezvous
2000 Cadillac DeVille, Seville
1997 - 2001 Chevrolet Venture
1997 - 2002 Chevrolet Lumina, Monte Carlo
2000 - 2002 Chevrolet Impala
1998 - 2002 Oldsmobile Intrigue
2001 Oldsmobile Aurora
1997 - 1998 Pontiac Trans Sport
1997 - 2002 Pontiac Grand Prix
1999 - 2001 Pontiac Montana
2000 - 2001 Pontiac Bonneville
2001 - 2002 Pontiac Aztek
This bulletin contains information regarding a new service tool Frame Insulator Remover/Installer J-45296 which is now available from Kent
Moore.
This tool aids in the removal and installation of the frame lower front insulator.
Within SI2000, refer to the Frame and Underbody subsection for the complete procedure for replacing the frame lower front insulator.
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1. Install the J-45296 Frame Insulator Remover/Installer to the front frame lower insulator you are removing.
2. Using J-45296 Frame Insulator Remover/Installer, remove the front frame lower ins~ator from the frame.
3. Using J-45296 Frame Insulator Remover/Installer, install the front frame lower insulator to the front frame.
Expandable Acoustic Foam (Two Component Sound Dampener) Usage with Collision Damage Repairs
2003 HUMMER H2
When performing collision repairs or replacing some components on most GM model vehicles, it is important that the foam blocking material used
for noise, water and dust control be replaced as well.
This foam material is packaged as a two component material. This material is applicable for replacement of the original production material, since
both are a "closed cell material" and are not water absorbent.
TYPICAL LOCATIONS for this material are indicated on the illustrations below. SPECIFIC FOAM LOCATION WILL BE PROVIDED IN GM
SERVICE MANUALS IN THE NEAR FUTURE.
This material has more of an industrial application, but can be obtained (from the sources listed below) in various quantities useful for collision
repairs.
It is especially useful when filling "blind" areas (areas that can't be seen) that require the expansion of the material to ensure sealing.
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Important: Do not use more than was needed for production applications.
- Over application of this material in some areas of the vehicle may change performance characteristics and is not recommended.
- It is recommended that a small amount be applied into a disposable container to become familiar with the rate of discharge and ensure proper
mixing of both material parts.
*We believe these sources 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 or equipment from these firms or for any such items which may
be available from other sources.
Important: As always, follow the manufacturer's recommendations for application and safety.
FIGURE Typical Foam Installation Areas (Trucks)(c) Technical Service Bulletin # 04-08-98-001 Date: 040526
Recently, General Motors reviewed an additional source and material for the bonding of certain exterior metal panels when performing collision
repairs.
The 3M Corporation has introduced a new epoxy adhesive. 3M P/N 8116 has been recognized as meeting the performance guideline requirements
of GM 6449G Specification for Metal Panel Bonding Adhesives.
The addition of this product to the materials recognized for this performance capability increases the number to four, thus providing options for
material selection when repairing vehicles using the metal panel bonding process. Those recognized materials now included.
As always, follow the manufacturer's directions for application and curing times. Do not intermix products between different manufacturers.
Technical Service Bulletin # 00-08-64-007 Date: 000601
TECHNICAL
Subject:
Slow/Non-Moving (Chatters/Noisy) Glass, Bent Regulator Arms or Window is inoperative (Replace Run Channel and/or Weatherstrip)
Models:
1997-2000 Chevrolet Venture
1997-2000 Oldsmobile Silhouette
1997-1999 Pontiac Trans Sport
1999-2000 Pontiac Montana
Condition
Some customers may comment that the front door glass is slow or noisy when moving up or down or the window is inoperative.
Cause
The window run channel may be adjusted improperly which may cause the following:
^ The glass wears through the flocking on the weatherstrip and allows direct contact between the glass and the rubber of the weatherstrip, which
causes drag.
^ Bent regulator arms may be due to glass drag from the run window channel.
Correction
Adjust the window run channel upper attachment full forward and the lower attachment full rearward. Replace run channel and/or weatherstrip, if
necessary.
Parts Information
Warranty Information
Disclaimer
Procedure
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1. Remove the door switch plate.
5. Remove the trim panel retainers and remove the trim panel.
9. Raise the glass to gain access to the lower sash channel retaining clips. Push in on the retainers and slide the sash channel to release the glass.
12. Remove the bolts from the run channel and remove the run channel from the door.
15. Spray the backside of the new weatherstrip with window cleaner for ease of installation and install the weatherstrip.
Tighten
Tighten the nuts to 10 Nm (89 lb in).
17. Install the window run channel in the door and leave the retaining bolts finger tight.
18. With the window run channel installed, move the upper attachment full forward and the lower attachment full rearward.
Tighten
Tighten to 10 Nm (89 lb in).
23. Install the water deflector using a 50.8 mm (2 in) wallpaper roller. Starting at the bottom center and working outboard, roll out the butyle
adhesive up the right and left sides. A 50.8 mm (2 in) roller can be purchased at a hardware or wallpaper store.
26. Attach the electrical connectors to the switch and install the switch.
27. Install the door handle bezel.Technical Service Bulletin # 01-08-57-006 Date: 011101
TECHNICAL
Subject:
General Waterleak Diagnosis Guide
Models:
This bulletin contains information on various waterleak conditions. Refer to the following table for a quick reference to the various conditions and
the corresponding illustrations.
Condition 1
Some customers may comment on a mildew odor or that the front floor is wet.
Cause
The water deflector may not be seated properly to the door sheet metal.
Correction
Seat the water deflector to the door surface at the primary locations. Refer to the arrows in the illustration. If the adhesive surface is dirty and the
water deflector needs to be replaced, follow the procedure listed below.
Service Procedure
1. The adhesive surface must be clean, dry and free of dirt or contaminants. Clean the door surface (around the perimeter of the water deflector)
with one of the cleaners listed below, or an equivalent.
4. Position the outer perimeter of the deflector to the door inner panel by working from the bottom center outboard. Make sure the butyl
adhesive is below the drain holes.
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5. Using a 50 mm (2 in) wallpaper roller, roll out the butyl adhesive. Start at the bottom center and work outboard, up the right and left sides. A
50 mm (2 in) roller can be purchased at a hardware or wallpaper store.
Condition 2
Some customers may comment on a mildew odor or that the front floor is wet.
Cause
Correction
1. Run water over the strut tower. Refer to the arrow in the illustration.
2. Inspect the seam on the inside of the vehicle. Refer to the highlighted line in the illustration.
4. Seal the voids with seam sealer. Refer to the list below.
Condition 3
Some customers may comment on a mildew odor or that the front floor is wet.
Cause
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The wire harness, cables or the HVAC drain that passes through the front of dash may not be sealed properly. Refer to the arrows in the above
illustration.
Correction
Locate the leak by running water down the front of the dash under the hood. Clean the area with one of the cleaners listed below. Seal the area with
a seam sealer listed below.
Condition 4
Some customers may comment on water dripping from the top of the windshield.
Cause
Important:
A large amount water may be able to enter the vehicle through small holes in the body seam sealer.
^ To check for a void in the windshield urethane, run LOW pressure water under the windshield surround molding.
^ If no leak is present, water may be entering from a hole in the body seam sealer at the "C" pillar and then running forward to the windshield.
Refer to the arrow in the illustration above. Remove the pitch molding, inspect the patch sealers (from "C" pillar to "D" pillar) for holes, folds,
or mis-application. Also, inspect the sheet metal at the top corner of the "C" pillar for holes or visible folds.
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Correction
1. The affected surface must be clean, dry and free of dirt or contaminants. Clean the surface with one of the cleaners listed below, or an
equivalent.
Condition 5
Some customers may comment on a mildew odor or that the front floor/mid-floor is wet.
Cause
There may be a void in the butyl tape/sealer on the hem flange under the auxiliary seal. Refer to the highlighted line in the illustration above.
Correction
1. Clean the flange and weatherstrip with one of the cleaners listed below.
2. Apply some weatherstrip adhesive in the weatherstrip retaining cavity and reinstall the weatherstrip to the hem flange.
Condition 6
Some customers may comment on a mildew odor or the that the mid-floor is wet.
Cause
The "C" pillar may have a sealer void. Refer to the shaded area in the illustration above.
Correction
Clean the area with one of the cleaners listed below and seal with a seam sealer listed below.
Condition 7
Some customers may comment on water pooling up in the corner of the weatherstrip or that the mid-floor is wet.
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Cause
The weatherstrip may allow water to wick in and pool up in the corner. Refer to the arrow in the illustration above.
Correction
Drill a small 3 mm (1/8 in) hole in the interior surface of the weatherstrip. This will allow the water to drain inside the weatherstrip and exit out the
existing holes in the outside of the weatherstrip.
Condition 8
Cause
The power sliding side door cable pass-through grommets may not be seated properly. Refer to the locations shown in the illustration above.
Correction
Make sure the power sliding side door grommets are seated properly. Seal the perimeter with weatherstrip adhesive as necessary.
Condition 9
Cause
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There may be a poor seal in the wheelhouse inner to outer sheet metal. Water is thrown off the wheels and forced up through the unsealed joint.
Refer to the illustration above.
Correction
Important:
Wear safety glasses and use compressed air to dry the area.
1. Clean the surface area with one of the cleaners listed below.
Condition 10
Cause
There may be a void in the sealer between the inner and outer wheel house liner. Refer to the highlight in the illustration above.
Correction
Important:
Wear safety glasses and use compressed air to dry the area.
Clean the surface area with one of the cleaners listed below and then seal the hole with one of the sealers listed below.
Condition 11
Some customers may comment on wet carpet at the rear of the vehicle.
Cause
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The weatherstrip may be turned in on the sides causing poor contact to the liftgate surface. Refer to the arrow in illustration above.
Correction
Condition 12
Some customers may comment on wet carpet at the rear of the vehicle.
Cause
The weatherstrip may be turned down at the top causing poor contact to the liftgate surface. Refer to the illustration above.
Correction
Condition 13
Some customers may comment on wet carpet at the rear of the vehicle.
Cause
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The taillight grommet may not be sealed. Refer to the illustration above.
Correction
Make sure the butyl tape is in place over the taillight grommet.
Condition 14
Some customers may comment that the headliner is wet at the rear of the vehicle.
Cause
The wire harness grommet may not be fully seated. Refer to the illustration above.
Correction
Weatherstrip Adhesive
GM Weatherstrip Adhesive Gel (Black), P/N 12345097 (in Canada, use P/N 10953479)
Cleaning Solvents
^ Kent Acrosol(TM)
Seam Sealer
^ Dominion Sure Seal Heavy Duty Drip Check LSC, Item # 9019
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
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.
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When servicing either (first design or second design) oil pump body, use the new single oil pump spring (245) with tapered ends.
INFORMATION
Subject:
Automatic Transmission Oil Cooler Flushing and Flow Check Procedures
Models:
2003 and Prior GM Light Duty Trucks
2003 HUMMER H2
with Allison(R) Automatic Transmission (RPO M74)
This bulletin revises bulletin 99-07-30-017 to reflect the release of the new Transflow(R) J 45096 Transmission Cooling System Service Tool. The
Transflow(R) Transmission Cooling System Service Tool is to be used for all vehicles. Please discard Corporate Bulletin Number 99-07-30-017
(Section 07 - Transmission/Transaxle). Refer to Corporate Bulletin Number 02-07-30-052.
Important:
If you were sent here by the instruction booklet for the J 45096 TransFlow(R) machine, note that the table has been moved to Corporate
Bulletin Number 02-07-30-052.
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
This bulletin is issued to help answer the most frequently asked questions and concerns about essential tool J 45096.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
A: Call Kent-Moore Customer Service at 1-800-345-2233. The J 45096 has a one-year warranty.
A: The engine oil cooler flow rates, the appropriate adapters and an acceptable procedure are currently under development.
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.
Subject:
Revised DTC P0403 Exhaust Gas Recirculation (EGR) Solenoid Control Circuit
Models:
2000 Chevrolet Venture
2000 Oldsmobile Silhouette
2000 Pontiac Montana
with 3.4L Engine (VIN E - RPO LA1)
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This bulletin is being issued to revise DTC P0403 Exhaust Gas Recirculation (EGR) Solenoid Control Circuit in the Engine Controls - 3.4L
sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information.
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This 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
Subject:
Revised Tool Requirements for Front and Rear Brake Caliper Overhaul
Models:
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1997-2001 Buick Park Avenue, Regal
1997-2001 Buick Regal (Export China)
2000-2001 Buick LeSabre
1997-2001 Cadillac DeVille, Seville
2000-2001 Cadillac Eldorado
1997-2001 Chevrolet Trans Sport (Export China), Venture
2000-2001 Chevrolet Impala, Lumina, Monte Carlo
1997-2001 Oldsmobile Aurora, Silhouette
1998-2001 Oldsmobile Intrigue
1997-2001 Pontiac Grand Prix, Montana, Trans Sport
2000-2001 Pontiac Bonneville
This bulletin is being issued to revise the tool requirements for the front and rear brake caliper overhaul procedures in the Disc-Brake sub-section of
Brakes in the appropriate Service Manual. Please use the following to replace the existing information in the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service Manual, please mark a reference to this bulletin
on the affected page in the Disc Brake sub-section of the Service Manual.
DISCLAIMER
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 the interior of the caliper housing during piston removal. Use just enough air to ease the piston 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.
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3. Using a small wooden or plastic tool, remove the caliper piston seal (2) from the seal counterbore in the caliper (1) and discard the boot seal.
4. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore and discard the piston seal.
5. Remove the bleeder valve (5) and cap (6) from the caliper (1).
Important:
Do not use abrasives to clean the brake caliper piston.
6. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured alcohol, or equivalent.
7. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
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. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper bore, replace the caliper assembly.
11. Inspect the caliper piston for cracks, scoring and/or damage to the finished surface area. Replace the caliper piston if any of these conditions
exist.
12. Lubricate the new piston seal with Delco Supreme 11(R), P/N 12377967 (in Canada use P/N 992668), or equivalent DOT-3 brake fluid from
a clean, sealed brake fluid container.
13. Install the lubricated new piston seal into the caliper bore.
14. Install the caliper piston into the caliper bore. Press the piston to the bottom of the bore.
15. Install the new piston dust boot seal over the piston.
16. Use J-35777 to fully seat the caliper piston seal into the counterbore.
17. Install the bleeder valve and cap to the caliper and tighten the valve securely.
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 the interior of the caliper housing during piston removal. Use just enough air to ease the piston out of the bores. If the
pistons are blown out, even with the padding provided, it may be damaged.
2. Remove the bleeder valve and cap from the caliper housing.
3. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air into the caliper bore through the fluid inlet
hole.
4. Remove the retaining ring that secures the dust boot to the caliper housing.
5. Remove the piston dust boot seal (2) from the seal counterbore in the caliper. Discard the boot seal.
6. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard the piston seal.
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Important:
Do not use abrasives to clean the brake caliper piston.
7. Clean the brake caliper piston bore and seal counterbore and the caliper piston with denatured alcohol, or equivalent.
8. Dry the caliper piston bore and counterbore and the piston with non-lubricated, filtered air.
9. Inspect the caliper bore for cracks, scoring, pitting, excessive rust and/or excessive corrosion.
10. 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.
11. If cracks, scoring, pitting, excessive rust and/or excessive corrosion are present in the caliper bore, replace the caliper assembly.
12. Inspect the caliper piston for cracks, scoring and/or damage to the chrome plating. Replace the caliper piston if any of these conditions exist.
13. Lubricate the new piston seal (4) with Delco Supreme 11(R), P/N 12377967 (in Canada, use P/N 992668), or equivalent DOT-3 brake fluid
from a clean, sealed brake fluid container.
14. Install the lubricated new piston seal (4) into the caliper bore.
15. Install the bottom half of the caliper piston (3) into the caliper bore.
16. Install the new piston dust boot seal (2) over the caliper piston (3).
17. Compress the caliper piston (3) to the bottom of the caliper bore.
18. Fully seat the piston dust boot seal (2) into caliper counterbore.
19. Install the retaining ring that secures the dust boot to the caliper housing.
20. Install the bleeder valve and cap to the caliper and tighten the valve securely.
21. Install the rear brake caliper to the vehicle.Technical Service Bulletin # 01-05-23-011A Date: 020201
TECHNICAL
Subject:
Rattle Type Noise Coming from Front of Vehicle
(Install Front Brake Caliper Service Kit)
Models:
This bulletin is being revised to remove Chevrolet Lumina from the Models section and to update the condition information. Please discard
Corporate Bulletin Number 01-05-23-11 (Section 05 - Brakes).
Condition
Some customers may comment about a rattle type noise coming from the front of the vehicle. This noise usually occurs at vehicle speeds under 48
km/h (30 mph) and while driving over bumps. The noise can usually be eliminated by a light application of the brake pedal.
Cause
This condition may be caused by too much clearance between the front brake caliper bracket and the caliper pins in the bottom of the bracket bores.
Correction
Install front brake caliper service kits to both sides of the vehicle using the following service procedure. Each kit contains 2 pins, 2 boots, and 2
packets of grease.
Service Procedure
1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle in General Information.
4. Install a large C-clamp (2) over the top of the brake caliper and against the back of the outboard brake pad.
5. Tighten the C-clamp until the caliper piston is pushed into the caliper bore enough to slide the caliper off the rotor.
7. Remove the caliper pin bolts (3) and discard. New bolts are supplied with the service kit.
8. Remove the caliper (1) from the caliper bracket (2) and support the caliper with heavy mechanic's wire, or equivalent.
9. Using a flat bladed tool or punch, carefully tap the caliper pin boots from the brake caliper bracket and discard.
10. Remove and discard the bushings from the brake caliper bracket bores. Carefully insert a small screwdriver into the brake caliper bracket
bore, then rotate and pull the bushing outward to remove.
11. Remove the brake pads from the brake caliper bracket.
12. Thoroughly clean the brake caliper bracket bores of all lubricant.
14. Lubricate the brake caliper bracket bores. Divide the large packet of grease, P/N 18046532; put one-half packet into each bore.
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15. Lubricate the new caliper pin boots. Use the small packet of grease, P/N 18046645, only on the bottom internal threads (2).
16. Install the new caliper pin boots into the caliper pin bores (3) on the bracket. Carefully tap boots into bores using a deep well socket or
equivalent.
17. Install the caliper over the rotor and onto the caliper bracket. Ensure that the caliper pin boots are not pinched.
Important:
The leading caliper pin, or top pin, has a bushing as part of the assembly. The trailing caliper pin, or bottom pin, is a solid design.
18. Install the new caliper pin bolts (1). It is important to note which caliper pin is designed for the correct bore. The leading caliper pin, or top
pin, has a bushing as part of the assembly. The trailing caliper pin, or bottom pin, is a solid design. Ensure that the bolt boots fit securely in
the groove of the pin bolts. Be sure not to pinch or tear the boots. If the boots are damaged, they must be replaced.
Tighten
19. Remove the 2 wheel nuts retaining the rotor to the hub.
21. Install both the front tire and wheel assemblies. Tighten the wheel nuts using the J 39544 kit.
Parts Information
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Warranty Information
Subject:
Revised Fastener Requirements for Front and Rear Brake Caliper Bracket Replacement
Models:
1997-2001 Buick Century, Regal
1997-2001 Buick Regal (Export China)
1997-2001 Chevrolet Trans Sport (Export China), Venture
2000-2001 Chevrolet Impala, Monte Carlo
1998-2001 Oldsmobile Intrigue
1997-1998 Pontiac Trans Sport
1997-2001 Pontiac Grand Prix
1999-2001 Pontiac Montana
This bulletin is being revised to update the model information. Please discard Corporate Bulletin Number 01-05-23-006 (Section 05 - Brakes).
This bulletin is being issued to revise the fastener requirements for the front and rear brake caliper bracket replacement procedures in the
Disc-Brake sub-section of Brakes in the appropriate Service Manual. Please use the following to replace the existing information in the Service
Manual.
This information has been updated within SI2000. If you are using a paper version of this Service Manual, please mark a reference to this bulletin
on the affected page in the Disc-Brake sub-section of the Service Manual.
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to
disconnect the hydraulic brake flexible hose from the caliper.
Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads on the caliper bracket bolts, as well as the
mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
1. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to
disconnect the hydraulic brake flexible hose from the caliper.
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Important:
To ensure that the proper clamp load will be present when installed, it is imperative that the threads on the caliper bracket bolts, as well as the
mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation.
5. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle.
6. Apply LOCTITE(R) THREAD LOCKER 272 (GM P/N 12345493) or equivalent to the threads of the brake caliper bracket bolts (2).
7. Install the caliper bracket (1) with the bracket bolts (2).
Tighten
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
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.)
I. Battery Storage: (In-Vehicle storage) Discusses battery storage procedures, parasitic loads, and includes a chart of fuses to pull to
reduce these loads during storage.
III. Testing: Some brief tips for visual inspection and charging
cautions.
V. Charging: Tips relating to quick charging procedures. Also lists other sources of information.
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Read all this information. Try recharging a deeply discharged battery; review training materials if necessary. The majority of deeply discharged
batteries can be recharged if proper procedures are followed.
CAUTION: BATTERIES PRODUCE EXPLOSIVE GASES Always shield eyes and face from battery. Cigarettes, flames, or sparks could cause
battery to explode. Do not charge or use booster cables or adjust terminal post connections without proper instructions and training.
CAUTION: BATTERIES CONTAIN SULFURIC ACID WHICH CAN CAUSE SEVERE BURNS
Batteries contain sulfuric acid. Avoid contact with skin, eyes or clothing. In the event of accident, flush with water and call a physician
immediately.
NOTICE: The ignition switch, headlights, RAP, etc., must be off when connecting or disconnecting battery jumper cables or chargers. Failure to
do so may overstress or damage the ECM or other electronic components. Disconnecting jumper cables with the engine running may
cause voltage surges that could damage headlamp bulbs or other electronic components.
When disconnecting the negative battery cable is not practical for storage, Figure 1 can be used to determine which fuses should be pulled to
minimize the parasitic drain. The "Primary" fuse should be pulled and placed in a location in the vehicle where sales and service personnel can
easily find and reinstall it.
The fuse-pull suggestions found below, in Figure 1, are not designed to completely eliminate parasitic load; only disconnecting the battery negative
cable can accomplish this. Rather, it should help eliminate some of the major draws in a convenient manner.
If a condition of discharged battery is a customer concern on a delivered vehicle, the root cause of the discharge should be diagnosed and repaired
before the battery is charged and tested. Battery charge and test on delivered vehicles is to be submitted for approval at no more than 0.3 "Other
Labor Hours" and is to accompany the repair operation that corrects the root cause of the discharge. Refer to Figure 2 on the next page.
Check for obvious damage, such as cracked or broken case or cover that is permitting loss of electrolyte. If obvious damage is noted, replace
the battery. Determine the cause of damage and correct as needed. If battery terminals are severely damaged, for instance loose, burned, or
broken, replacement of the battery is recommended.
Evidence of small amounts of electrolyte leakage, especially around the vent holes, does not necessarily indicate the battery is defective. The
leakage could have been caused by overcharging or tipping of the battery. If a small amount of the electrolyte leakage is detected, the battery
should be fully charged OUT OF THE CAR so that any electrolyte that may escape does not damage the bumper filler panels or other
components.
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Look straight down into the built-in hydrometer to observe its reading, clean and use a flashlight if necessary, and tap lightly on top of the
hydrometer to dislodge any trapped air bubbles that might prevent a correct reading. Refer to Figure 3.
As was discussed previously in "Battery Storage", today's Cadillacs have several electronic devices which result in very small but continuous
current drains on their batteries, commonly referred to as "parasitic loads". A parasitic drain of up to 50mA is considered normal, 30mA being
about average. Any battery draw above 50mA, with ignition off and retained accessory power disabled (if so equipped), is excessive. Figure 4 gives
approximate average values of design parasitic current draw for each carline.
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Also, refer to the table of component parasitic loads found above under "Battery Storage". These values should only be used as general guidelines
when diagnosing suspect components.
The electrical circuitry of most Cadillac vehicles require that the Body Computer Module (BCM) and the Central Power Supply (CPS) get an
initialization charge whenever the battery power is first provided. This initialization occurs with the ignition key in the "OFF" position, and
depending on how long the battery has been disconnected, the initial draw may last from 1 to 3 seconds and can range between 0.5 and 9.0 amps.
Therefore, to prevent misleading readings or unnecessary fuse replacement on the digital multi-meter, J-29125, or similar equipment, the following
procedure is recommended. THIS PROCEDURE is PARTICULARLY CRITICAL ON THE 1987-1988 ALLANTE AND THE 1986-1988
ELDORADO AND SEVILLE. It is recommended as a good practice for all vehicles.
1. Disconnect the negative battery cable.
2. Install a battery side terminal adapter, AC-Delco ST1201 or equivalent, in the negative terminal of the battery.
3. Install a 3/8 nut, with standard threads (16 UNC) on the negative battery cable attaching screw to assure a good electrical contact with
the lead face on the cable for testing. Yellow or black finish nuts are generally non-conductive and should not be used.
4. With all lights, accessories, Retained Accessory Power (RAP), and the ignition switch off, connect a high capacity ammeter at least 10
amps from the negative battery cable to the side terminal adapter. This high capacity ammeter is connected to verify whether or not a
high current draw is occurring at a constant rate. It is this type of high current draw which will blow the fuse in lower capacity
ammeters. After the initial draw occurs, the ammeter reading should drop below 1 amp.
NOTE: If a high capacity ammeter is not available, install a section of heavy wire (preferably a battery cable) between the existing
battery negative cable and the side terminal adapter. Allow ample time (approximately 30-60 seconds) for the initial draw to
occur and proceed to step 5.
5. With the high capacity ammeter or battery cable section still connected, connect the digital multi-meter, set to the 2000 DCmA range, in
parallel with the high reading ammeter.
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6. Disconnect the high capacity ammeter and take the reading with the digital multi-meter.
A current draw of 5OmA or less (see values in Figures 4 and 6) indicates that all lights and accessories are off and that there is no
unexplained current draw. Care should be taken to allow for a time delay before reading the meter on vehicles equipped with Electronic
Level Control (ELC) (not found on Allante).
Due to this initialization process, test lamps CANNOT be used in place of ammeters to diagnose current draw conditions. The voltage drop across
the test lamp prevents the initialization process from occurring.
Clamp-On Ammeters:
Clamp-on ammeters may be used if the meter can measure in the milli-amp range and if the meter clamp can fit around all of the battery negative or
positive cables. All of the cables must fit in the clamp with the clamp closed to be sure that all of the parasitics are being measured. Zero the
clamp-on ammeter carefully. Magnetic fields from engine electrical items (generator, ignition, solenoids) and from shop sources (fluorescent lights,
power cables) can alter the clamp-on meter readings. If the parasitic readings are not repeatable, use the series measurement method described in
this bulletin.
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B. Determining the Source of the Drain
Once it has been determined that a parasitic drain in excess of 50 mA exists, a visual inspection of the vehicle should be conducted.
Check to see if there are any unwanted lights on, motors running or switches/relays activating.
If no cause for the draw is immediately apparent, it may be possible to narrow in on the source by systematically removing fuses and
circuit breakers, one by one, from the fuse panels. This should be done while monitoring the ammeter so that a disruption of the drain will
be evident. Refer to Figure 4 for average and maximum parasitic loads for various vehicle components.
Figure 6 gives an approximate indication of typical and maximum parasitic loads by component in milli-amps (mA).
In addition to parasitic loads, a certain amount of self-discharge is always occurring as a result of internal chemical reactions even when
the battery is not connected. The higher the ambient temperature, the greater the amount of self-discharge. This explains why the number
of discharged batteries may increase at your location in very hot weather. The original equipment battery has a much lower rate of
self-discharge than conventional batteries, however, self-discharge at 100 degrees ambient can be as high as 7mA.
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V.Battery Charging
Dealership service personnel are advised to refer to Cadillac Serviceman Bulletin T-83-12, Group 6D for detailed instructions on:
NOTES:
1. The majority of discharged batteries can be recharged using normal battery charging procedures. Some deeply discharged batteries or
batteries which have been allowed to remain in a discharged state may need a higher charge voltage initially to start the recharging process.
2. The Freedom battery is more resistant to overcharging damage than conventional batteries. Boost or Quick-Charge settings on battery
chargers may be safely used in most instances. (This is not true of other non-Delco OE batteries and many aftermarket batteries.)
3. With the battery at room temperature, voltages as high as 15.0 volts to 16.0 volts may be safely used without causing battery damage. Cold
batteries require more voltage to cause them to accept current. Warm batteries will accept less voltage without causing overcharging.
4. After starting the battery on charge and periodically during the charging process, the battery should be cheeked to assure that it is not
overcharging. Overcharging can be identified by excessive battery case temperature and electrolyte boiling or bubbling (or spewing out the
vents).
^ Battery case temperatures of about 125~F is the maximum which should be allowed. Check by hand feel and reduce the charge rate if
high temperatures are found.
^ Excessive electrolyte bubbling or boiling indicates that the charge voltage is too high and that the battery is being forced to accept too
much current. Turn down the charge rate if high temperatures are found.
^ A battery with an internally shorted cell will show signs of overcharging at normally acceptable voltages. If charge voltages of around
13 volts result in overcharging (on a battery at room temperature or cooler), disconnect the battery and check the voltage. Batteries
with internal shorts will exhibit a drop in voltage over time. Batteries with internal shorts should be scrapped.
Technical Service Bulletin # 99-06-03-012 Date: 991201
INFORMATION
Subject:
Battery Testing and Replacement
Models:
1997-2000 Passenger Cars and Trucks
This bulletin is being revised to update model year information, warranty information pertaining to claim submission for Cadillac Roadside Service,
terminal/connector leakage and also repair order and warranty claim requirements as they relate to the codes generated by the Midtronics tester.
Please discard Corporate Bulletin Number 83-64-17 (Section 6 - Engine).
Important:
The Midtronics Micro 410 Battery Tester should be used prior to any battery replacement for a no-start condition (unless physical damage is
found). The tester generates a 7-digit code which must be recorded on the repair order and also in the COMMENTS section of the claim
submission. Claims submitted without this information will be subject to review and possibly subsequent debit.
Adhering to published battery testing procedures and subsequent recording on the repair order and claims COMMENTS section, will help ensure
our customers receive an enhanced service experience and improve the efficiencies of the battery diagnosis process. The Midtronics Micro 410
Battery Tester, J 42000 uses conductance technology instead of traditional load testing. The tester allows you to test most batteries that are partially
discharged without first performing the time consuming charging and load testing procedure. The tester helps quickly identify batteries that are
serviceable and can be charged.
Battery testing can be performed in the vehicle at the battery terminals only. Do not test at remote battery terminals. If you cannot access the battery
terminals, remove the battery and test the battery out of the vehicle. As with any electrical test, a good connection is very important to battery
testing. If the test results indicate a bad battery, or if the results are inconclusive, do the following:
Following the above procedure will eliminate battery replacement due to poor battery connections. The Midtronics Micro 410 helps identify and
correct battery problems. However, it is not capable of testing the generator, charging system or performing parasitic load tests. Refer to the
appropriate Service Manual for the correct tools and test procedures to diagnose other electrical system symptoms.
Caution:
Batteries produce explosive gases, contain corrosive acid and supply levels of electrical current high enough to cause burns. Therefore, to
reduce the risk of personal injury when working near a battery:
^ Always shield your eyes and avoid leaning over the battery whenever possible.
^ Do not allow the battery electrolyte to contact the eyes or the skin. Flush immediately and thoroughly any contacted areas with water and get
medical help.
Test the battery with the J 42000 Battery Tester, using the following procedure:
^ Inspect the battery for evidence of physical damage. If damage is found, replace the battery. If no damage is found, proceed to the next step.
^ Is the hydrometer eye yellow? If yellow, tap the hydrometer lightly with the handle of a small screwdriver. Did the color change? If no, replace
the battery. If yes, continue with the procedure.
^ Inspect for loose battery cables. Attempt to rotate the battery cable end. Properly torqued battery cables will have a break-away torque
requirement of 15 N.m (10 lb ft). If the bolt is tight and the end rotates, it may be due to the following conditions:
^ Install the J 42000 Battery Tester. Follow the directions supplied with the tester. When testing (with the battery cables still connected to the
battery), rock the J 42000 Battery Tester clips back and forth on the terminal bolt to cut through any coating or oxidation that may be present on
the bolt.
^ If it is uncertain that correct connections can be made to the battery terminal bolts in the vehicle, perform the following steps:
^ If a REPLACE BATTERY result is obtained for a battery tested in the vehicle with the battery cables connected, perform the following steps:
3. Follow the instructions for testing the battery outside of the vehicle.
4. Replace the battery only if the second test shows a REPLACE BATTERY result.
For warranty purposes, record the test code from the second test.
^ Use the approved terminal adapters. Do not use common bolts or a combination of bolts, nuts and washers as adapters when testing the battery.
Use the test adapters that are provided with the J 42000 tester or GM P/N 12303040 terminal adapters. If the adapters that are provided with the
J 42000 require replacement, only use adapters with GM P/N 12303040. Any other adapters may not contact the correct areas of the battery
terminal, causing resistance that may result in an invalid battery test result.
^ In order to test top terminal, threaded stud batteries outside of the vehicle, use GM P/N 12303040 adapters. Do not connect the tester to the
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threaded terminals without using the adapters.
Parts Information
Warranty Information
Effective immediately, battery failures resulting from terminal/connector leakage are to be claimed using failure code "6J" to better assist
engineering with product analysis.
Battery failures, where other than leakage occurs, should continue the use of the tester and reporting of the tester codes on the warranty claim.
Because Cadillac Roadside technicians (during a roadside repair) cannot test batteries, use the following procedure when a battery is replaced on a
roadside visit:
Important:
Normal published battery testing procedures should be followed after returning to the dealership.
^ The technician should take the battery back to the dealership and perform a Midtronics test.
^ The code should be included in the comment section of the warranty claim when submitted to WINS.
^ If the battery is found to be good, note the code in the comment section of the claim, followed by the verbiage BATTERY GOOD -
ROADSIDE REPAIR.
Technical Service Bulletin # 00-06-03-003 Date: 000501
INFORMATION
Subject:
Battery Testing and Replacement
Models:
1997-2001 Passenger Cars and Trucks (Except 2001 Chevrolet Corvette)
This bulletin is being issued to provide additional information to Corporate Bulletin Number 99-06-03-012, issued December, 1999. It does not
supersede that bulletin.
In a continuing effort to improve battery quality in our products, General Motors extensively monitors battery warranty claim information
submitted by dealers. It has become apparent that although many dealers are following the procedures as listed in Corporate Bulletin Number
99-06-03-012, some dealers are not adhering to the stated policy. Proper information is critical to quality improvements. The following are several
points regarding the testing procedure that are critical to providing correct information.
^ The seven-digit Midtronics tester code is a critical piece of information. The procedure states that if the battery fails the "In Vehicle" test, the
technician must disconnect the battery cables. (Do not remove the battery from the vehicle at this time.) Install the terminal adapters and re-test
the battery using the tester's "Out of Vehicle" test. Replace the battery only if the second test shows a REPLACE BATTERY or BAD CELL
result. The test code from the SECOND TEST must be entered in the comments section of the warranty claim.
Important:
Failure to provide the Midtronics "Out of Vehicle" test code on the warranty claim may subject the claim to rejection.
^ Leaking batteries are to be claimed using failure code "6J" and do not require a Midtronics test code.
^ If a battery has leaked and has soaked the battery insulator blanket, a new blanket must be installed on the new battery.
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Refer to Corporate Bulletin Number 99-06-03-012 for the correct Cadillac Roadside Service claim procedures.
INFORMATION
Subject:
Battery Parasitic Drain
Models:
2005 and Prior Passenger Cars and Trucks
2003-2005 Isuzu Light Duty Trucks
Supercede:
This bulletin is being revised to add the 2004 and 2005 model years. Please discard Corporate Bulletin Number 02-06-03-010 (Section 06 -
Engine).
In automotive terms, a parasitic drain is an electrical load that draws current from the battery when the ignition is turned off. Some devices, such as
the PCM and the radio memory are intended to draw a very small amount continuously. These draws are measured in milliamps (mA).
In normal use, parasitic drains aren't usually cause for concern, because the battery is replenished each time the vehicle is driven. But, in long-term
parking situations, parasitic drains may discharge the battery enough to cause a no-start condition. New vehicles in dealer stock and airport
long-term parking are two such situations.
An abnormal parasitic drain could be a glovebox or luggage compartment light that remains on but undetected. Or an electronic component may
malfunction and cause a parasitic drain that is larger than normal specification.
Important:
In most cases of discharged batteries in low-age, low-mileage vehicles, proper charging procedures with approved charging equipment is the
only repair necessary.
Here are some rules of thumb that might help relate parasitic drains to how long a battery would last on a parked vehicle. The Reserve Capacity
(RC) rating multiplied by 0.6 gives the approximate available ampere-hours (AH) from full charge to complete rundown. Somewhere between full
charge and complete rundown, the battery will reach a point at which it can no longer start the engine, although it may still operate some of the
electrical accessories.
Using up about 40% of the total available AH will usually take a fully-charged battery to a no-start condition at moderate temperatures of 25°C (77
°F). Put another way, for a typical battery in a storage situation, depleting the available AH by 20 to 30 AH will result in a no-start condition.
Important:
If the battery begins storage at 90% of full charge, reduce the available AH accordingly.
The recommendation for maximum parasitic drain is around 30 mA (0.030 amp). A typical drain today actually falls into the 7-12 mA range, even
though some vehicles do approach the maximum. Multiply the drain (in amps) by the time (in hours) the battery sits without being recharged. The
result is the amount of AH consumed by the parasitic drain. The actual drain may be small, but over time the battery grows steadily weaker.
Here's an example: a vehicle with a 30 mA drain and a fully-charged 70 RC battery will last 23 days. But if that battery is at only 65% of full
charge (green dot barely visible), it is going to last only 15 days before causing a no-start.
The parasitic drain will be fairly constant over a range of temperatures. The important temperature is that of the vehicle at the time a start is
attempted. Colder temperature raises the threshold of a no-start by increasing the residual power needed. When the temperature falls to 0°C (32°F),
the battery will be able to put out only about 85% of its normally available starting power, and the engine may need as much as 165% of the usual
power to start.
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The combined effect of these two factors is to reduce the number of days the battery can stand with a parasitic drain. At 0°C (32°F), the battery can
stand only half as long as it could at 25°C (77°F). And at -19°C (0°F), the standing days are reduced to one-fourth.
Temperatures above the moderate climate of 25°C (77°F) increase the battery's internal self discharge. If the battery is in a locale where the
temperature is averaging 32°C (90°F), an additional 5% to 10% of the available ampere-hours will be lost in a month due to self-discharge within
the battery. At temperatures below the moderate range, self-discharge will be low enough to be negligible compared to the parasitic loss.
What the Policies and Procedures Manual Says About Parasitic Drains
Because determining how long a battery may last in a storage situation is not precise, the P & P manual provides a clear-cut policy, excerpted here.
"Discharged batteries can freeze at temperatures as high as 0°C (32°F), causing permanent damage. Other permanent damage may result from
allowing batteries to stand discharged for extended periods."
"To alleviate this condition, the negative battery cable should be disconnected on vehicles which are not going to be in service within a 20 day
period, beginning from the time the vehicle is shipped. If this is not possible, batteries should be recharged periodically, every 20-45 days, until the
green eye is visible."
"Disconnected batteries will slowly discharge, especially with higher temperatures; therefore, even disconnected batteries should be checked every
four months and recharged if necessary."
"Vehicles on display are subject to battery discharge due to drains from courtesy lights and other accessories. Provision to maintain battery state of
charge for these vehicles will be necessary."
If the battery in a vehicle becomes discharged in a shorter time than described earlier, the vehicle may have an out-of-specification parasitic load.
Refer to Service Information (SI) for procedures for locating parasitic drains. Follow these steps:
You will need the J 38758 Parasitic Draw Test Switch and a digital multimeter set to the 10A scale.
Important:
Read the procedure and follow the steps exactly as described in SI. The following is a summary, not the complete procedure.
The test switch permits you to place an ammeter in series with the battery negative cable. Before performing the test, the engine must be run and all
accessories must be operated as instructed. After shutting the ignition off, turn the test switch off. Now, all the current being used by the vehicle is
shunted through the ammeter where it is measured. If the reading is out of specification, the procedure explains how to pinpoint the cause.
Your dealership has an essential tool, the Midtronics Micro 410 Battery Tester, J 42000. Use it to quickly identify batteries that are serviceable and
can be charged. Refer to Corporate Bulletin Number 02-06-03-006A for more information about this tool.
Subject:
CS-144 Generator Replacement
Models:
1998-2000 Passenger Cars and Trucks
Beginning with the 1998 model year, General Motors stopped releasing internal repair components for the CS-144 Generator.
GM warranty procedures require the replacement of the CS-144 generator. The generator unit repair procedures found in the past model Service
Manuals should not be used.
Use of non-GM repair parts for warranty repairs is not approved or recommended. Therefore, warranty labor claims for CS-144 generator rebuilds
in the field for 1998 and newer vehicles will not be accepted.
Service parts which may be available through GM for past model years, which appear to fit, should not be used. The use of correct parts is essential
for proper performance of the generator.
This policy change was instituted by GM to provide the best service and warranty experience for our customers.
Technical Service Bulletin # 01-06-03-005 Date: 010501
TECHNICAL
Subject:
Interior and Exterior Lamps Vary in Brightness
(Replace Generator Voltage Regulator Ground Screw)
Models:
2000-2001 Chevrolet Impala (With 3800 Engine and Police or Taxi Package)
2000-2001 Chevrolet Venture
2000-2001 Oldsmobile Silhouette
2000-2001 Pontiac Montana
Condition
Some customers may comment that the interior and/or the exterior lamps vary in intensity (flicker).
Correction
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Replace the voltage regulator attaching screw with the screw and washer from the service kit following the procedure outlined.
3. Remove the voltage regulator ground screw (1). (This is the recessed screw located 1/3 of the way from the large battery cable attachment to
the generator harness.) Use a stubby # 2 Phillips screwdriver to break it loose and then loosen the screw with a small pocket screwdriver. The
screw may hang up on the plastic cover on the rear of the generator. If this happens, use a pocket screwdriver inserted between the screw and
the cover. The screw will pop out when a little sideways pressure is applied.
4. Install the screw and washer from the kit through the voltage regulator and into the generator case.
Tighten
Parts Information
Warranty Information
INFORMATION
Subject:
DTCs B1001, B1271 or B1780 Set When Replacing/Reprogramming Other Modules
Models:
1999-2002 All Passenger Cars and Trucks
With Class 2 Serial Data Communication Between Modules
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 99-06-03-010 (Section 06 - Engine/propulsion
System).
Class 2 Serial Data Communication allows control modules (i.e. the Powertrain Control Module (PCM), the Body Control Module (BCM), the
Dash Integration Module (DIM), the Instrument Panel Cluster (IPC), the radio, the Heating, Ventilation and Air Conditioning (HVAC) Controller,
and the Sensing and Diagnostic Module (SDM) to exchange information. This information may be operational information or identification
information. Among the identification information exchanged and compared within these modules is the Vehicle Identification Number (VIN).
Typically, the PCM broadcasts a portion of the VIN, while another module broadcasts another portion of the VIN. This information is compared by
the SDM in order to ensure installation is in the correct vehicle. When the broadcast VIN does not match the VIN stored within the SDM, the
following actions occur:
^ DTC B1001 Option Configuration Error is set and deployment of the airbags is inhibited.
^ The VIN information is also used by the radio in order to prevent theft. When the broadcast VIN does not match the VIN stored within the
radio, a DTC B1271 ora DTC B1780 Theft Locked is set and the radio is inoperative.
This situation may occur when a vehicle is being repaired. When a PCM or a body control type module is replaced, the VIN information must be
programmed into the replaced (new) control module. A module which has had VIN information entered into it (for example, one taken from
another vehicle) cannot be reprogrammed. VIN information can only be entered into new modules. The ignition must be ON in order to program
the control module. Since the VIN information is broadcast when the ignition goes to ON from any other ignition switch position, DTCs may be set
in the SDM and/or the radio. Therefore, always follow the specified control module replacement procedures.
1. After completing the repair, turn OFF the ignition for at least 30 seconds.
2. Turn ON the ignition and check for DTCs using a scan tool.
If DTCs B1001, B1271, or B178C are present with a history status, DO NOT REPLACE THE SDM OR THE RADIO.
3. Clear the DTCs from all modules using the scan tool. The SDM and/or the radio should then operate properly.
4. Ensure the proper operation of the SDM by turning OFF the ignition and then turning ON the ignition. The air bag warning indicator should
flash seven times and then go OFF.
Refer to Corporate Bulletin Number 99-09-41-001 for additional information regarding proper reprogramming of the new/replaced module.
Clearing codes from the other modules is part of the replacement and reprogramming procedure for the replaced module. The repair is not complete
unless all codes have been cleared from all modules.
INFORMATION
Subject:
Powertrain Control Module (PCM) Reprogramming
(Do Not Reprogram Using the Same Download Files as Those Already Present in The Control Module)
Models:
1990-2000 Passenger Cars and Trucks with Reprogrammable PCM
It is strongly recommended to NOT reinstall the same software and/or calibration download file(s) into the powertrain control module as those that
are already present in the PCM. There is no technical reason that the download files inside the PCM would ever become corrupted after the control
module had previously been successfully programmed. A P0601 (Control Module Read Only Memory) Diagnostic Trouble Code would set in
memory and the MIL would be illuminated if the controller memory became corrupted.
The Techline Information System 2000 (TIS 2000) PC, combined with vehicle information gained through the Tech 2, can determine when an
attempt to reprogram a PCM using the same download files (as those already in the control module) is being requested. If this is attempted, the TIS
2000 PC currently displays the following message:
Notice:
THE CALIBRATION SELECTED IS THE CURRENT CALIBRATION IN THE CONTROL MODULE. PROGRAMMING WITH THE
SAME DOWNLOAD FILES IS NOT AN EFFECTIVE REPAIR. SELECT ( YES ) TO CONTINUE PROGRAMMING THE CONTROL
MODULE,OR ( NO ) TO CANCEL.
Effective in the first quarter of 2000, the TIS 2000 PC will indicate:
Important:
THE CALIBRATION SELECTED IS ALREADY THE CURRENT CALIBRATION IN THE CONTROL MODULE. REPROGRAMMING
WITH THE SAME DOWNLOAD FILE IS NOT ALLOWED.
^ IAC learned position in various park/neutral and air conditioning on/off combinations,
will revert back to their unlearned starting point values after a reprogramming event occurs.
It is feasible that the engine or transmission might temporarily operate differently after a reprogramming event, until these values are re-learned.
Relearning occurs while operating the vehicle through normal driving routines. If the same download files are simply reinstalled, any changes
noticed in engine operation will likely disappear in a short amount of time and/or driving distance.
Reprogramming the control module with the same download files that already exist in the module will only accomplish a warranty claim for a
non-effective repair, and a likely comeback.
Technical Service Bulletin # NHTSA99V268000 Date: 991011
Year: 2000
Make: CHEVROLET TRUCK, PONTIAC TRUCK, OLDSMOBILE TRUCK
Model: VENTURE, MONTANA, SILHOUETTE
YEAR Of Recall: '99
Type of Report: Vehicle
Potential Number of Units Affected: 235
Summary:
INFORMATION
Subject:
Rear Window Defogger - Broken Heating Grid Detection Method
Models:
2006 and Prior Passenger Cars and Light Duty Trucks (Including Saturn)
2003-2006 HUMMER H2
2006 HUMMER H3
Supercede:
This bulletin is being revised to add the 2006 model year and additional models. Please discard Corporate Bulletin Number 04-08-48-001A
(Section 08 - Body and Accessories).
The addition of vertical grid lines to the heated back window defogger circuits has made it difficult to detect broken defogger grid lines. In the past,
it was a simple matter to use a voltmeter to check the continuity of each grid line in order to locate a non-functional line. Some new design back
windows have two vertical grid lines that connect all of the horizontal grid lines together, thereby providing alternate routes for the electrical
current to follow. This makes the old test method ineffective. If the vehicle does not have the vertical lines, the old (line-by-line) test methods can
be used.
Materials Required
^ Optional - A strip of liquid crystal heat sensitive paper, 51 mm x 305 mm (2 in x 12 in) or similar size (Contact Edmund Scientific at
800-728-6999 for part number CR30723-70 or go to www.scientificsonline.com), or
^ Optional-A portable infrared thermometer, GE-46819, available from Kent-Moore (1-800-345-2233), or equivalent.
Correction
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There are three distinct zones across the back window that must be checked. They are:
^ the central zone that falls between the two vertical lines
To detect a broken grid line in any of the above three zones and to isolate the exact location of the break, perform the following steps:
Caution:
^ Approved safety glasses and gloves should be worn when performing this procedure to reduce the chance of personal injury.
^ Cover the rear shelf area to prevent damage to the interior trim material.
2. Take the ball of fine steel wool and twist one end to a point. Move the point slowly across each grid line. Be sure to start at the far side of the
zone and move it to the opposite side of the zone. When you bridge the grid line break with the steel wool, you will see a small spark. Repeat
the test over the same area to be sure you have accurately located the break. Mark the exact location of the grid line break. Repeat this portion
of the test for each grid line. If you do not see a spark at any point, it is possible that there are two breaks in the same line and zone. Close
visual inspection using a magnifying glass may be the only way to locate breaks in this case.
3. The following are provided as an alternative way to detect a non-functional grid line. If available, use in addition to the steel wool.
Important:
The first part of the test must be completed quickly before the entire surface of the back window becomes warm.
3.1.1. From outside the vehicle, place the heat sensitive paper (dull surface in contact with the glass) against the top driver side grid line. Start
the engine and turn on the back window defogger. A distinct color change will take place at each conductive grid line. Repeat for the
bottom grid lines until they have all been checked in the driver side zone.
3.1.2. Repeat the process for the passenger side and center area zones.
3.1.3. If no color change is noted for a grid line, place a crayon or china marker check mark beside it. Mark each grid line in the zone where it
is non-conductive and, therefore, not heating up. More than one broken grid line may be found.
3.2.1. Start the engine and turn on the rear back window defogger.
3.2.2. From inside the vehicle, start at the top driver side grid line and slowly run the portable infrared thermometer vertically down the rear
window contacting each grid line. You should be able to see a district variation in temperature readings.
3.2.3. Mark each grid line in the zone where it is non-conductive and, therefore, not heating up. More than one broken grid line may be
found.
3.2.4. Repeat the process for the passenger side and center area zones.
4. Use Permatex(R) Quick Grid, GM P/N 12346001, or equivalent, to repair each broken grid line. Follow the manufacturer's instructions.
5. Wait 24 hours before turning the defogger on, or the repair can be fast cured using a heat gun, 260 °C - 371°C (500°F - 700°F). Hold the heat
gun within 25 - 51 mm (1-2 in) from the repair point for 2 to 3 minutes.
6. Recheck the grid line with the heat sensitive paper or portable infrared thermometer to ensure that the line is now functional and that the
repair was successful.
INFORMATION
Subject:
Cleaning the Cassette Tape Player and Clearing the CLN Message from the Radio Display
Models:
1996-2002 Chevrolet and GMC Truck Models
With Remote Cassette Tape Player (RP0 UP0)
This bulletin is being revised to include additional model years and models, parts information, and to provide a procedure for cleaning the cassette
tape player and resetting the CLN indicator on the radio display. Please discard Corporate Bulletin Number 01-08-44-006 (Section 08 - Body and
Accessories).
When the CLN message appears on the audio system, it indicates that the cassette tape player requires cleaning. Customers should follow the listed
instructions. The recommended cleaning method for the remote cassette player is to use a scrubbing action, non-abrasive cleaning cassette, GM P/N
12344789. The cleaning cassette scrubs the tape head as the hubs of the cleaner cassette turn.
Use the following procedure to clean the remote cassette player and reset the CLN indicator on the radio.
2. After a few seconds, the cleaning cassette may eject because it may appear to the player as a cassette with a broken tape. If ejection occurs,
reinsert the cleaning cassette. Continue this process three or four times until the cleaning cassette is engaged for the time recommended by the
cleaning cassette instructions.
3. Eject the cleaning cassette if the cassette does not eject on its own.
4. Press and hold the RECALL button on the radio until CLN appears on the radio display. While still pressing the radio RECALL button, press
EJECT on the remote player. Release both buttons when the radio display indicates that the CLN indicator timer has been reset.
Parts Information
INFORMATION
Subject:
Vehicle Integration of Cellular Phones and Normal Operating Characteristics
Models:
2002 and Prior Passenger Cars and Trucks
Supercede:
This bulletin is being issued to cancel Corporate Bulletin Number 01-08-46-004. Please discard all copies of Corporate Bulletin Number
01-08-46-004 (Section 08 - Body and Accessories).
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This bulletin effectively cancels Corporate Bulletin Number 01-08-46-004. OnStar(R) no longer offers cellular phones as part of the OnStar(R)
system.
INFORMATION
Subject:
Cellular Error Messages Received When Trying to Connect to OnStar(R)
Models:
2000-2002 Passenger Cars and Light Duty Trucks
Supercede:
This bulletin is being revised to cancel this bulletin. The Subject information is addressed in Corporate Bulletin Number 03-08-46-004B. Please
discard Corporate Bulletin Number 02-08-46-004 (Section 08 - Body & Accessories).
Please reference Corporate Bulletin Number 03-08-46-004B for the Subject information.
INFORMATION
Subject:
Proper Setting of I/P Dimmer Control to View PRNDL Display with Automatic Headlamp Control
Models:
2000 and Prior All Passenger Cars and Trucks
With Automatic Headlamp Control and Electronic PRNDL Display
Under certain conditions, if the instrument panel dimmer control is turned relatively low, the PRNDL will not be visible until the automatic
headlamp control turns the headlamps off and the daytime running lamps (DRL) are turned back on. Such a condition may be if the vehicle is first
started in an environment where the headlamp control turns on the headlamps and then the vehicle is driven out into a brighter environment (for
example, when a vehicle is backed out of a dark garage into the bright sunlight).
This condition is normal and any repair attempt will not be successful. Demonstrate this condition to the customer using the service lane and then
turn the instrument panel dimmer control to a higher setting. This will enable the driver to see the PRNDL display
Technical Service Bulletin # 04-05-23-002A Date: 050804
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Chevrolet Venture V6-3.4L VIN E 2663
INFORMATION
Subject:
Brake Rotor Minimum Allowable Thickness After Refinish Specification Correction
Models:
2001-2004 Buick Century, Regal
2002-2004 Buick Rendezvous
1997-2004 Chevrolet Venture
2001-2004 Chevrolet Impala, Monte Carlo
1997-2004 Oldsmobile Silhouette
2001-2002 Oldsmobile Intrigue
1997-1998 Pontiac Trans Sport
1999-2004 Pontiac Montana
2001-2004 Pontiac Aztek, Grand Prix
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-05-23-002 (Section 05 - Brakes).
The current "Rotor Minimum Allowable Thickness After Refinish Specification" found in past Service Manual information is incorrect.
The correct Minimum Allowable Thickness After Refinish specification shown in the table should be used to determine the service life of the rotor.
This 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.
INFORMATION
Subject:
Headlamp Capsule Availability
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Chevrolet Venture V6-3.4L VIN E 2664
Models:
1997-2000 Chevrolet Venture
1997-2000 Oldsmobile Silhouette
1997-2000 Pontiac Trans Sport
The headlamp capsules for the above vehicles can now be purchased separately from the mounting frame and aiming assembly. These capsules
come complete with a new bulb. If headlamp capsule replacement becomes necessary, use the following procedure:
1. Remove the one wing nut that secures the cornering lamp to the vehicle.
2. Remove the cornering lamp from the vehicle & disconnect the two electrical connectors.
3. Remove the two wing nuts that secure the headlamp to the vehicle.
4. Remove the headlamp from the vehicle and disconnect the electrical connector.
5. Remove the two 10 mm hex head screws and one 10 mm nut that attach the black frame to the headlamp.
6. Remove the two 5.5 mm hex head screws that attach the headlamp to the black frame.
8. Remove the two 7 mm hex head screws that attach the black horizontal aiming device to the headlamp.
9. Transfer the horizontal aiming device and two screws to the NEW headlamp.
Tighten
Tighten the screws to 2 N.m (18 lb in).
10. Remove the two 7 mm hex head screws that attach the black pivot to the headlamp.
11. Transfer the black pivot and two screws to the NEW headlamp.
Tighten
Tighten the screws to 2 N.m (18 lb in).
Tighten
Tighten the screws to 2 N.m (18 lb in).
Tighten
Tighten the screws to 5 N.m (45 lb in).
Tighten
Tighten the nut to 6 N.m (55 lb in).
16. Connect the electrical connector to the NEW headlamp bulb and install the headlamp on the vehicle.
18. Connect the two electrical connectors to the cornering lamp and install the lamp on the vehicle.
Parts Information
Warranty Information
INFORMATION
Subject:
Models:
1997-2001 Buick Century
1997-2001 Buick Regal
2000-2003 Buick LeSabre, Park Avenue
2002-2003 Buick Rendezvous
1997-2003 Cadillac Seville
2000-2003 Cadillac DeVille
1997-2001 Chevrolet Venture (FWD)
1997-2003 Chevrolet Malibu
2000-2001 Chevrolet Impala, Monte Carlo
2002-2004 Chevrolet Venture (AWD)
1997-2001 Oldsmobile Silhouette (FWD)
1998-2001 Oldsmobile Intrigue
1999-2003 Oldsmobile Alero
2001-2003 Oldsmobile Aurora
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Chevrolet Venture V6-3.4L VIN E 2666
2002-2004 Oldsmobile Silhouette (AWD)
1997-2001 Pontiac Grand Prix, Montana (FWD), Trans Sport (FWD)
1999-2003 Pontiac Grand Am
2000-2003 Pontiac Bonneville
2001-2003 Pontiac Aztek
2002-2004 Pontiac Montana (AWD)
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A new outer tie rod end service kit has been released. When replacing the outer tie rod ends, use the improved tie rod end service kit and modify the
knuckles. Follow the service procedure below.
Procedure
Important:
DO NOT USE the following outer tie rod end P/N's when servicing the above listed vehicles:
^ 26086579
^ 26086580
3. Loosen the jam nut (2) on the inner tie rod assembly (1).
4. Remove and discard the prevailing torque nut from the outer tie rod assembly.
5. Using the J 24319-B, remove the outer tie rod assembly (2) from the steering knuckle (1).
6. While removing the outer tie rod end from the inner tie rod assembly, count the number of revolutions it takes to remove the outer tie rod
from the inner tie rod and record it. Discard the outer tie rod end.
Important:
When sanding the knuckle, DO NOT REMOVE excessive material from the knuckle. ONLY USE the emery cloth supplied in the service
kit.
7. Use the emery cloth supplied in the service kit to remove the sharp edge on the knuckle shown above. The graphic on the left shows the "
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before sanding" knuckle and the exploded graphic on the right shows the "after sanded" knuckle.
8. Ensure that the sharp edge and the flashing on the knuckle are removed from the outer tie rod end boot/seal area.
9. Install the new outer tie rod end supplied in the service kit by screwing the outer tie rod end onto the inner tie rod end assembly. Turn the
outer tie rod end as many turns as it took to remove the old outer tie rod end from the inner tie rod end assembly.
10. Install the prevailing torque nut to the outer tie rod assembly.
Tighten
Tighten the prevailing torque nut to 30 N.m (22 lb ft). Tighten the prevailing torque nut an additional 115 degrees of rotation.
15. Tighten the jam nut against the outer tie rod assembly.
Tighten
Parts Information
Warranty Information
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Disclaimer
Technical Service Bulletin # 02-08-58-003 Date: 020601
TECHNICAL
Subject:
Road Noise Heard Behind Front Seats (Seal Sheet Metal Seams)
Models:
1997-2002 Chevrolet Venture
1997-2002 Oldsmobile Silhouette
1997-2002 Pontiac TransSport, Montana
Condition
Some customers may comment that road noise can be heard coming from the area behind the front seats.
Cause
This condition may be caused by an open sheet metal seam in the metal support panel between the frame rail and the rocker panel.
Correction
1. Raise the vehicle on a hoist. Refer to Lifting and Jacking the Vehicle in the General Information Subsection of the Service Manual.
2. Locate the support panel between the underbody frame rail and the rocker panel. It is in the middle of the underbody of the vehicle just
behind the front doors. The support panels on both sides of the vehicle must be sealed.
3. Clean both the front and back sides of the support panel as required.
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4. Apply Medium Body Seam Sealing Compound, P/N 12378500 (in Canada, P/N 10952233), to the front side of the support panel at the
locations shown by the arrows in the illustration. Use a small brush to force the sealer into the open seams and corners of the support panel.
5. Apply Medium Body Seam Sealing Compound, P/N 12378500 (in Canada, P/N 10952233), to the rear side of the support panel at the
locations shown by the arrows in the illustration. Use a small brush to work the sealer into the open seams and corners of the support panel.
Parts Information
Warranty Information
DISCLAIMER
Technical Service Bulletin # 02-08-67-006B Date: 030301
TECHNICAL
Subject:
Roof Perforation (Replace Roof)
Models:
1997-2003 Chevrolet Venture
1997-2003 Oldsmobile Silhouette
1997-2003 Pontiac TranSport/Montana
This bulletin is being revised to add another condition in the Labor Operation Warranty Table. Please discard Corporate Bulletin Number
02-08-67-006A (Section 08 - Body and Accessories).
Important:
Implementation of this service bulletin by "GM of Canada" dealers requires prior District Service Manager approval.
Condition
Some customers may comment that there is rust forming around the front or rear portion of the roof.
Cause
During production, the E-coating (ELPO primer) may have been missed in concealed areas of the front or rear portions of the outer roof panel.
Correction
Important:
Partial repairs to the roof panel are not permitted.
1. Remove the headliner. Refer to Headliner Replacement in the Interior Trim subsection of the Service Manual (SI document ID # 508247).
This document ID can only be found under 2003; however, this procedure covers 1997-2002 also.
2. Replace the roof. Refer to Roof Outer Replacement in the Collision Repair subsection of the Service Manual (SI document ID # 875050).
This document ID can only be found under 2003; however, this procedure covers 1997-2002 also.
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Important:
Adhesive Bonding is the preferred installation method.
3. Reinstall the headliner. Refer to Headliner Replacement in the Interior Trim subsection of the Service Manual.
Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 02-08-58-005B Date: 050209
TECHNICAL
Subject:
Models:
2005 Buick Terraza
1997-2005 Chevrolet Venture
2005 Chevrolet Uplander
1997-2004 Oldsmobile Silhouette
1997-2004 Pontiac TransSport, Montana
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2005 Pontiac Montana SV6
2005 Saturn Relay
Supercede:
This bulletin is being revised to add model years and models. Please discard Corporate Bulletin Number 02-08-58-005A (Section 08 - Body and
Accessories).
Condition
Some customers may comment on a Windnoise from the base of the windshield (right and/or left side). The concern is most apparent while driving
in a crosswind.
Cause
This condition may be caused by improperly sealed sheet metal seams in the cowl.
Correction
Apply seam sealer to the sheet metal seams just below the lower corners of the windshield.
1. Remove the air inlet grille. Refer to the Air Inlet Grille Panel Replacement procedure in the Body Front End Sub-section of the Service
Manual.
2. Locate the sheet metal seams at the base of the windshield on both sides of the cowl. Refer to the dotted line in the illustration above for the
location. Left side shown. Right side typical.
3. Apply Medium Body Seam Sealing Compound, P/N 12378500 (in Canada, P/N 10952233), or equivalent, as required, to the sheet metal
seams on both sides of the cowl.
4. Reinstall the air inlet grille. Refer to the Air Inlet Grille Panel Replacement procedure in the Body Front End Sub-section of the Service
Manual.
Parts Information
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Warranty Information
Important:
Saturn Retailers Only: Do NOT claim GM P/N 12378500. It will be necessary to sell Medium Body Seam Sealer to the CSO as "material" using
net item code "M". Claims received in the amount of $2.50 for this part will be accepted. Claims exceeding the amount of $2.50 will be returned
with the Return Reason 143 - Material/Reimbursement > Maximum Allowed.
INFORMATION
Subject:
Paint-less Dent Repair Process
Models:
2006 and Prior GM Passenger Cars and Trucks
2003-2006 HUMMER H2
2006 HUMMER H3
2005-2006 Saab 9-7X
Supercede:
This bulletin is being revised to add model years, models and update the information. Please discard Corporate Bulletin Number 99-08-51-001
(Section 08 - Body and Accessories).
The process of removing dents from vehicles without painting has been around for many years. Over the past several years, General Motors has
evaluated many versions of this process. Most versions were found to be unacceptable because of the potential long-term durability concerns.
However, a new type of repair process has been identified. This process uses special tools requiring no drilling of holes or removal of vehicle
components for access. This process is appropriate for the majority of panels with reasonable access to the back side of the damaged area. The
special tools and procedures that have been developed will remove the dents while eliminating the need to fill, paint, or replace the panel. This type
of procedure has been thoroughly evaluated and the repaired parts were tested for negative impact. No negative impact was found.
Important:
The removal of structural components or drilling of holes in any panel is not recommended and may void the General Motors Corrosion
Warranty. Evaluating Damage
Appropriate uses for paint-less dent repair include the following conditions:
^ Dents with no broken paint on the surface. Be sure to inspect for cracks with a 4x magnifying glass.
^ Large or small dents, creases or buckles, small sharp dents and soft dents in body lines and contoured areas that allow reasonable access to the
back side of the damaged area.
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Inappropriate uses for paint-less dent repair include the following situations:
^ Sharp dents in contoured areas, dents on the edge of panels, or dents in zero-clearance areas.
Tools
Use tools that are high-quality, tempered steel with smooth polished, rounded tips. These will not damage the back side of the dented area.
Typically, these tools are shaped and bent in order to allow access to most areas of the vehicle without drilling holes in the body as well as provide
a clear view of the work area. Specialty lights are also used to highlight damaged areas.
EXCHANGE PROGRAM
Subject:
Video Entertainment System
Models:
2000-2001 Chevrolet Venture Warner Brothers Edition
1998-2001 Oldsmobile Silhouette Premiere
1999-2001 Pontiac Montana with RPO U42
This bulletin is being revised to add past model part numbers and to revise the claim system for specific components. Please discard Corporate
Bulletin Number 99-08-44-001A (Section 08 - Body and Accessories).
The following exchange program for the Video Cassette Player (VCP) and LCD Video Screen has been set-up for vehicles within the warranty
period. This exchange program must be utilized when the diagnostic procedures in the Service Manual or the Electronic Service Information lead
the technician to replacement of these units.
Dealers will no longer be required to obtain a case number from GM Technical Assistance to request a pre-exchange unit from Model Electronics
on the following part numbers:
Important:
The units shown should be ordered directly from Model Electronics at 1-800-433-9657.
Important:
When ordering units for crash, fire, theft, and flood damage, please notify Model Electronics to ship an OEM unit and not a remanufactured
part.
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- USA: 1-877-446-8227
- Canada: 1-800-263-7740 (English) or 1-800-263-7960 (French)
- The exchange unit will include a work order number. Please reference this number on the 1078A form (Notation Column).
- The dealership should include an ACD1078A form along with a copy of the repair order. Re-use the original shipping container.
Model Electronics
321 W. Route 59
Nanuet, NY 10954
1-800-433-9657
- In Canada, ship the defective unit to the AC Delco Superstore that shipped the replacement unit.
Important:
IF THE DEFECTIVE UNIT IS NOT RECEIVED WITHIN 10 DAYS, A CORE CHARGE WILL BE ASSESSED.
Important:
This exchange program is for warranted vehicles only. All units needed for non-warranty replacements must be ordered through GMSPO.
DISCLAIMER
Technical Service Bulletin # 01-08-46-001A Date: 050307
INFORMATION
Subject:
Required Reconfiguration of OnStar(R) Modules After Replacement
Models:
All 2000-01 Passenger Cars and Trucks
with OnStar(R)
Supercede:
This bulletin is being issued to cancel Corporate Bulletin Number 01-08-46-001. Please discard all copies of Corporate Bulletin Number
01-08-46-001 (Section 08 - Body and Accessories).
This bulletin effectively cancels Corporate Bulletin Number 01-08-46-001. The information contained in this bulletin is now available in SI. Please
refer to OnStar Reconfiguration in the Cellular Communications sub-section of Body and Accessories for the applicable vehicle(s).
INFORMATION
Subject:
OnStar(R) Kit Part Numbers and Compatibility
Models:
1996-2000 Passenger Cars and Trucks
Supercede:
This bulletin is being issued to cancel Corporate Bulletin Number 99-08-46-001. Please discard all copies of Corporate Bulletin Number
99-08-46-001 (Section 08 - Body and Accessories).
This bulletin effectively cancels Corporate Bulletin Number 99-08-46-001. The dealer kits mentioned in that bulletin are no longer available.
Models:
2000 GMC Yukon, Yukon XL, Denali, Envoy, Jimmy
2000 Cadillac Escalade, DeVille, Seville, Eldorado, Catera
2000 Buick Park Avenue, LeSabre, Century, Regal
2000 Oldsmobile Bravada, Silhouette, Intrigue
2000 Pontiac Bonneville, Montana, Grand Prix
2000 Chevrolet Blazer, Suburban, Tahoe, Venture, Impala, Lumina, Monte Carlo
2001 Pontiac Aztek
This bulletin is being revised to announce the closure of this recall. Please discard all copies of recall bulletin 01045A, issued July, 2002.
Please be advised that this recall has been officially closed. Owners of vehicles that were involved in this recall, but who did not respond to the
customer letters, have already been refunded their remaining subscription fees following the de-activation of their systems.
Air Bag (SIR) On-Off Switch Kits, New Parts and Service
Bulletin Number:
99-09-41-004
Section:
09 - Restraints
Date:
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 354
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January, 2000
Title:
Frontal Supplemental Inflatable Restraints (SIR) On-Off Switch Kits, New Parts and Procedures
Models:
1988-2000 Passenger Cars and Trucks
This bulletin is being revised to add the 1999 & 2000 model years. Please discard Corporate Bulletin Number 73-90-23 (Section 9 - Accessories).
Never consider installing an air bag on-off switch unless the following conditions are met:
1. The customer presents a letter from NHTSA authorizing the installation of the air bag on-off switch.
2. The dealership gives the customer a copy of the NOTICE TO GM OWNERS ABOUT AIR BAG ON-OFF SWITCHES.
3. The customer still wants the air bag on-off switch installed.
This bulletin includes information regarding switches to turn off and on frontal air bags, additional switch/display light diagnosis, switch
installation kit content descriptions and ordering directions for special pants (if required).
Some time ago, the National Highway Traffic and Safety Administration (NHTSA) announced a new regulation about air bags. The new regulation
includes procedures that will permit the installation of air bag on-off switches for the few customers who, in NHTSA's opinion, fit the criteria for
switches.
Important:
Due to the new regulation, DEALERS SHOULD NO LONGER USE THE INFORMATION ON AIR BAG DISCONNECTION (Corporate
Bulletin # 73-90-12, dated June, 1997). INSTEAD, USE THE INFORMATION INCLUDED WITH THIS BULLETIN.
The switch installation kit contains the necessary components (switch, bracket, attaching hardware, display light, applique, sheet for switch and
light, tie straps and instruction sheets) for system operation.
Some kits also include a replacement safety belt for certain vehicles that are designed with specific FORCE LIMITING safety belt systems. Special
Owner's Manual inserts are included in the installation kit for system operation review by the owner.
Additional equipment such as a 12 volt test lamp and the J 38125-B (-A or -500 will also apply) Terminal Repair Kit, are required to complete the
switch kit installation. In some cases, scan tools (Tech II or equivalent) may be required to reprogram certain control modules.
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The cost of the switch kit and labor to install the switch kit are the responsibility of the customer. Suggested times for installation are in the
illustration.
Important:
In rare instances, the installation of switch(es) may turn on the vehicle air bag warning light. This condition may exist due to the additional
resistance of the switch and harness when added to the SIR system. In these rare instances, a SPECIAL SERVICE ONLY Diagnostic Energy
Reserve Module (DERM) of Sensing and Diagnostic Module (SDM) will be made available to the owner from GMSPO at no charge for the
parts and labor. Prior to ordering and/or installing a switch kit, the customer should be advised that this potential does exist and can be resolved
by one of the following options:
If the light does come on after switch installation (AND PROPER INSTALLATION AND CONNECTIONS HAVE BEEN VERIFIED), advise the
customer that the light has come on and that the vehicle:
^ May be driven with the light on until the special DERM or SDM is available. The switch portion to turn off the air bag will still function
properly, but the warning light will be on until the additional part can be obtained. When the DERM or 5
SDM is available, the customer should return to have the part installed (at no cost to the customer) OR
^ May have the existing air bag system reconnected and leave the switch (inoperative) in the vehicle until the additional part can be obtained.
When the DERM or SDM is available, the customer should return to have the part installed (at no cost to the customer).
The standard SIR system diagnosis can be made by disconnecting the switch from the SIR wiring harness and following the directions for SIR
System Diagnosis found in the appropriate Service Manual.
SWITCHES
One switch kit will be required for each air bag (driver or passenger) and will be ignition key operated. When the switch is in the OFF position, the
air bag will remain OFF until the switch is turned to the ON position. Turning the switch to the ON position will allow the air bag to function.
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The recommended locations for the switches on most vehicles is in the instrument panel glove compartment (center console if vehicle has no glove
compartment) or, in the case of some vans, in the center stowage compartment (see the recommended location illustrations that are provided with
each switch kit).
Important:
Switches or display light indicators MUST NOT be placed on any instrument panel surfaces directly in front of the driver's or passenger's leg or
knee areas.
DISPLAY LIGHT
Each switch requires a display light to indicate the OFF status of the air bag. Each display light includes a harness to be connected to the switch
harness. The recommended mounting locations for the display lights vary, but are typically located at the center front edge of the roof headliner (or
windshield garnish molding) above the rear view mirror (see the recommended location illustrations provided with each switch kit).
Important:
When installed, driver and/or passenger display light(s) must be visible by all front seat occupants.
Important:
Switches or display light indicators MUST NOT be placed on any instrument panel surfaces directly in front of the driver's or passenger's leg or
knee areas.
WIRING CONNECTIONS
In general terms, the switch will be connected IN SERIES with the appropriate air bag (at the service disconnect) and will require additional
connection of a feed wire to an ignition fed circuit and a ground wire to the body to complete the circuit for the display light indicator.
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Diagnostics for the switch and display light are included in the illustrations. As always, the technician should make sure to review the wiring
harness routing and installation for pinching, rubbing and chafing to brackets, braces (etc.) and take appropriate actions to protect the wiring from
those potential conditions.
PARTS INFORMATION
Order the appropriate Installation Kit(s) (passenger, driver, or both) from GMSPO. For kit part numbers and usage, see Group 14.865 of the
appropriate GMSPO Parts Catalog.
If special DERMs or SDMs are required to resolve a WARNING LIGHT ON condition, order the part from GMSPO in the normal manner. For
part numbers and usage see Group 14.865 of the appropriate GMSPO Parts Catalog.
Important:
1995-98 G (Aurora and Riviera) and 1997-00 Y (Corvette) switch kits include replacement safety belts. These belts MUST replace the original
safety belts when installing a switch kit. Aurora and Riviera models built on or after January 1,1998 will include DEPOWERED air bags, and
the safety belts on these vehicles will not be included in switch kits and MUST NOT BE CHANGED. The 1997-00 Corvette models will
require safety belt changes regardless of build dates. The belts will be replaced at no charge for the parts or the labor.
WARRANTY INFORMATION
Switch kits and installation are NOT considered a warranty repair. Pans and labor charges (except for special DERM or SDM and replacement
safety belt installation if required) are the responsibility of the customer. If special DERMs or SDMs are required to resolve a WARNING LIGHT
ON condition, USE THE EXISTING LABOR OPERATION AND TIME ALLOWANCES WITH THE SPECIAL CUSTOMER AND FAILURE
CODES WHEN SUBMITTING CLAIMS:
DERMs
USE LABOR OPERATION C8815, CUSTOMER COMPLAINT CODE WK AND FAILURE CODE 93. USE PUBLISHED LABOR
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OPERATION TIMES.
SDMs
USE LABOR OPERATION C8817, CUSTOMER COMPLAINT CODE WK AND FAILURE CODE 93. USE PUBLISHED LABOR
OPERATION TIMES. When installing switch kits on 1995-98 Aurora, Riviera and 1997-00 Corvette models, the appropriate safety belts must be
replaced. When submitting claims, use the existing labor operation and time allowances with special customer complaint and failure codes. The
LABOR ONLY may be claimed. The cost of the belt is included in the kit price.
USE C9040 RIGHT SIDE ONLY, C9041 LEFT SIDE ONLY OR C9047 FOR BOTH AND INCLUDE THE CUSTOMER COMPLAINT CODE
MH AND FAILURE CODE 93 USE PUBLISHED LABOR OPERATION TIMES.
ADMINISTRATIVE INFORMATION
When the dealer decides to install an air bag on-off switch under NHTSA's new regulation, the dealer should fill out and send to NHTSA the form
entitled INSTALLATION OF AIR BAG ON-OFF SWITCHES. The dealer should also keep:
2. A copy of the letter NHTSA sent to the customer authorizing the switch.
3. A copy of any waiver the dealer obtains from the customer when the switch is installed.
Important:
In addition, the new regulations require dealers to send the original of the customer's signed authorization form to NHTSA at the following
address:
Models:
2004 and Prior Passenger Cars and Light Duty Trucks
This bulletin is being revised to remove 2004 Pontiac Grand Prix for the models. Please discard Corporate Bulletin Number 03-09-41-003 (Section
9 - Restraints).
This bulletin is being issued to emphasize several aspects of proper diagnosis and servicing of the Air Bag System.
As stated in Owners Manuals, if the air bag readiness light stays on after the vehicle is started, the system may not be working properly. The air
bags may not inflate in a crash or may even inflate without a crash. If the Air Bag Readiness Light/Indicator is illuminated or comes on
intermittently, diagnose to determine the cause. Refer to Air Bag Indicator Circuit Malfunction in the SIR sub-section of the appropriate Service
Manual.
As stated in Service Manuals, 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 SDM harness connector must be replaced. The SDM could be activated when powered, which could cause air bag
deployment and result in personal injury. The air bags, as well as the sensors and related parts, would have to be replaced. To help avoid this
situation, turn the ignition off immediately. DO NOT turn the ignition back on, even to tow the vehicle, unless the battery cable is first
disconnected.
If an SDM that is being replaced shows signs of water exposure or corrosion and the customer does not know the source of the water exposure, then
the vehicle should be checked for water leaks. If leaks are found, the customer should be advised to have them repaired to help avoid damage to the
replacement SDM.
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Subject:
Revised PASS-KEYIII(R) Relearn Procedure
Models:
1997-2000 Buick Park Avenue
2000 Buick LeSabre
1998-2000 Cadillac Seville
2000 Cadillac DeVille
1999-2000 Chevrolet Venture
1999-2000 Oldsmobile Silhouette
1999-2000 Pontiac Trans Sport/Montana
2000 Pontiac Bonneville, Grand Prix
This bulletin is being issued to revise the PASS-KEYIII(R) Relearn procedure in the Theft Deterrent sub-section of the affected Service Manuals.
Please replace the current information in the Service Manual with the following information.
The following information has been updated within SI2000 for 1998-2000. If you are using a paper version of these Service Manuals, please make
a reference to this bulletin on the affected page.
The above mentioned Service Manuals stated either in the title and/or in the text of the Relearn or Autolearn procedure that when replacing an
ignition lock cylinder assembly, it is necessary to do the relearn procedure. When replacing an ignition lock cylinder on these vehicles, a relearn
procedure is not required.
A programming procedure is still required when replacing a Theft Deterrent Control Module or a steering column assembly that comes with a new
Theft Deterrent Control Module and the ignition keys.
Important:
A new GMSPO service replacement PCM will learn the theft password when the ignition is cycled on for the first time.
INFORMATION
Subject:
Misfire DTCs P0300, P1380, P1381 and Catalytic Converter Damage Due to Installation of Alarm Systems
Models:
2006 and Prior GM Passenger Cars and Light Duty Trucks
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2006 and Prior HUMMER H2, H3
2006 and Prior Isuzu Light Duty Trucks
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-06-05-004A (Section 06 - Engine/Propulsion
System). General Motors Engineering, in an effort to determine the root cause of catalytic converter damage, has determined that aftermarket alarm
systems incorrectly installed in vehicles have the potential to cause misfire codes and damage to the converter. These alarm systems use a circuit
interrupt which utilizes the ignition circuit on the vehicles.
These alarm systems utilize mechanical relays and normal vehicle movement can trigger these relays to engage and disengage the ignition circuit
while the vehicle is in motion. These disruptions of the ignition circuit, which occur in milliseconds, may cause more fuel to be commanded.
Overtime, this dumping of fuel on and off again can cause misfire codes and ultimately damage the converter assembly.
Important:
Engineering could not identify any alarms that utilize solid state circuitry that would eliminate this concern. Because of this, it has been
determined that all alarm systems must be routed through the starter circuit in order to avoid this condition.
Dealers must be aware of this issue and take note of the wiring on vehicles with alarm systems that come in for repair, particularly for catalytic
converter damage that seem to have no known root cause.
INFORMATION
Subject:
OBD I/M System Monitors Not Supported
Models:
1999-2000 Buick Century, LeSabre, Park Avenue, Regal, Riveria
1999-2000 Chevrolet Camaro, Lumina, Malibu, Monte Carlo, Venture
2000 Chevrolet Impala
1999 Oldsmobile Cutlass, Eighty Eight
1999-2000 Oldsmobile Alero, Intrigue, Silhouette
1999-2000 Pontiac Bonneville, Firebird, Grand Am, Grand Prix, Montana, Trans Sport
with 3.1L, 3.4L, 3.5L or 3.8L V-6 Engine (VINs J, E, H, K, 1 - RPOs LG8, LA1, LX5, L36, L67)
A scan tool system status display will indicate whether the major OBD monitors are Complete, Not Complete or Not Supported.
OBD system monitors are grouped as those that run continuously during a trip or those that do not run continuously during a trip (non-continuous).
Continuously running OBD system monitor status should always indicate that the monitor is complete.
Several U.S. states require that the above vehicle's major On-Board Diagnostic (OBD) monitors have completed prior to an OBD I/M emission
inspection. Some areas may reject a vehicle from testing if certain non-continuous OBD monitors are not complete.
When scanning the system status on the vehicles identified above, it may have been noted that the scan tools or emission test equipment will
incorrectly indicate the OBD system status as Not Supported for the continuously running monitors (Misfire, Fuel System, and Comprehensive
Components). There is not a fault with the diagnostic system or the vehicle and repairs should not be attempted.
Further, continuous monitor system status for gasoline engines is not considered when preparing for an OBD I/M emission inspection. A vehicle
with the MIL commanded on for a continuous system monitor, or for any reason, should be serviced.
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INFORMATION
Subject:
Proper Service of Quick Connect EVAP System Connectors
Models:
1985-2001 Passenger Cars and Trucks
The EVAP system must be serviced properly. Improper service of the EVAP system can cause EVAP system leaks and set an engine DTC.
Important:
DO NOT cut or kink EVAP hoses/pipes to service the EVAP system. A damaged, cut or kinked EVAP system hose/pipe must be replaced and
NOT REPAIRED.
To properly service the EVAP system, it is important to correctly identify the style of quick connect EVAP fitting used in the EVAP system.
Correctly identifying the style of fitting will aid in the proper disconnection/connection of the fitting and the ability to reuse the fitting.
Improper disconnection and/or connection of EVAP fittings can cause the following conditions and set engine DTCs:
^ Damage to and/or adversely effect the function of the EVAP components such as:
- Purge solenoid
- Canister
- Vapor lines
1. To properly disconnect this style of fitting, slide the tab in and pull the fittings apart.
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2. To reconnect this style of fitting, install the fittings back together and gently pull back on the fittings to verify proper connection of the
fittings.
1. To properly disconnect this style of fitting, push in both sides of the retaining feature and pull the fittings apart.
2. To reconnect this style of fitting, install the fittings back together and gently pull back on the fittings to verify proper connection of the
fittings.
1. Move the tab of the retainer away from the male fitting in order to clear the retaining nub.
2. Move the tab of the retainer in the direction shown and pull the fittings apart.
3. To reconnect this style of fitting, install the fittings back together and gently pull back on the fittings to verify proper connection of the
fittings.
3. Remove and discard the retainer fitting from the male fitting.
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4. Remove and discard the indicator ring (factory use only) from the male fitting.
6. Connect the fittings together until a snap is heard and/or felt signifying the retainer tabs have engaged the raised feature of the male fitting.
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7. Gently pull back on the fittings to verify proper connection of the fittings.
INFORMATION
Subject:
Evaporative Emissions DTC P0440, P0441, P0442, P0446
Models:
1996-2002 Passenger Cars and Trucks
With Enhanced Evaporative Emissions Engines
Except 1998-1999 Chevrolet Prizm
This bulletin is being revised to add model years and diagnostic enhancements.
Enhanced Evaporative Emissions testing of 1996 and newer vehicles with enhanced evaporative emissions requires more stringent testing of the
fuel system for evaporative emissions leaks. Vehicles with this system use an on-board diagnostic module (i.e. Powertrain Control Module (PCM)
or Vehicle Control Module (VCM) as the controller. For the balance of this bulletin, we will refer to either of these components as a module.
Enhanced Evaporative Emission tests may be performed by the vehicle's module when specific conditions are met. These conditions are determined
by the calibration within the module. These calibrations are vehicle platform and engine family specific. When the key is turned to the start or run
position, the module checks the output of various sensors on the vehicle to determine when and if the Evaporative Emissions tests should be run.
Refer to Engine Controls sub-section of the appropriate Service Manual for specific DTC information.
5. The ECT and IAT are within specified temperatures of each other when the vehicle engine was started.
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6. The fuel level sensor indicates the fuel level is greater than a specified % of empty and less than a specified % of full. (For a 76 L (20 gal)
fuel tank, a fuel level of more than 11 L (3 gal) but less than 64 L (17 gal) or as specified in the calibration).
7. Some platforms such as the Alero and Grand Am, use a miles driven check as well.
For the ECT and IAT to be within the specified temperatures of each other at the time of engine start-up, the engine will have to be in the
non-running condition for a long enough period of time for the engine coolant temperature to drop from its normal operating temperature down to
roughly 30°C (90°F). This could take several hours.
When the control module determines that the above conditions are met, the module tests for a leak in the EVAP system by:
^ Electrically opening the purge valve which allows the running engine to draw a vacuum on the fuel tank.
^ The module then closes the purge valve, resealing the system.
^ The module then monitors the fuel tank pressure sensor and determines:
^ If one of the above tests fails, the module remembers that the system failed the test.
^ If the module sees a failure of the EVAP test for two consecutive tests, the module will set a trouble code for EVAP leak (DTCs P0440, P0442,
or P0446).
Important:
If the PCM is completing the EVAP diagnostic, filling of the fuel tank cannot be completed as the vent valve will be closed and the fuel
dispenser nozzle will sense the pressure build-up and shut down. This is the expected result. No parts should be replaced as nothing is faulty To
keep from encountering this situation, it is imperative all customers and dealership personnel be advised NOT TO FILL THE FUEL TANK
WITH THE ENGINE RUNNING. If the condition is encountered, turn the ignition to the OFF position for a minute. This will allow the PGM
to go to sleep completely, thereby opening the vent valve.
INFORMATION
Subject:
Test Guidelines for Use of Essential Tool J 41413-200 Evaporative System Tester
Models:
2002 and Prior Passenger Cars and Light Duty Trucks with Non-Enhanced and Enhanced EVAP Systems
The J 4141-200 Evaporative Emission System Tester (EEST) updates the J 41413 Evaporative Pressure/Purge Diagnostic Station. Continue to use
the appropriate Service Information substituting the J 41413-200 Evaporative Emission System Tester (EEST) and this bulletin procedure in any
diagnostic step requiring the use of the J 41413. This includes the Inspection Maintenance (I/M) Emissions Diagnostic Manual Pre-OBD II
GMPT/97-IM240.
Some 1996 to 1998 and all 1999 and newer GM cars and light trucks are required to illuminate the malfunction indicator lamp (MIL) when the
On-Board Diagnostic (OBD II) system detects an evaporative emissions (EVAP) system leak equivalent to an orifice of 1 mm (0.040 in) diameter
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or greater. In model year 2000, GM introduced software on some vehicles which requires illumination of the MIL when the OBD II system detects
an EVAP system leak equivalent to an orifice of 0.5 mm (0.020 in) diameter or greater. The new J 41413-200 EEST can be used on all GM cars
and light duty trucks.
GM cars and light duty trucks that meet this new standard cannot be diagnosed using the existing ultrasonic leak detection equipment. The new J
41413-200 EEST can be used to identify leaks and to verify repairs.
The J 41413-200 EEST introduces chemically inert smoke into the sealed EVAP system under low pressure. System leaks are located by using the J
41413-SPT high intensity white light to inspect for traces of smoke escaping from the sealed EVAP system.
DISCLAIMER
2. Connect the EEST red battery clip to the positive (+) battery terminal. Connect the black battery clip to chassis ground.
3. Install the appropriate fuel fill cap adapter to the fuel fill pipe. Refer to the Service Information for the appropriate fuel fill cap adapter part
number.
4. Connect the EEST's nitrogen/smoke supply hose and vehicle fuel fill cap to the adapter.
6. Use the remote switch to introduce smoke into the EVAP system for 60 seconds.
Important:
Additional smoke may need to be introduced at 15-second intervals until the leak source has been located.
7. Inspect the entire EVAP system for exiting smoke using the high intensity white light (J 41413-SPT).
Enhanced EVAP System Leak Detection Procedure
When diagnosing DTCs P0440, P0442, P0446 and P0455, use the J 41413-200 EEST along with the following procedure anytime the diagnostic
calls for the J 41413 EVAP Pressure/Purge Diagnostic Station.
Important:
ENSURE THAT THE VEHICLE UNDERBODY TEMPERATURE IS SIMILAR TO THE AMBIENT TEMPERATURE AND ALLOW THE
SURROUNDING AIR TO STABILIZE BEFORE STARTING THE DIAGNOSTIC PROCEDURE.
*Prizm: In order to seal the EVAP system on the 1998-2002 Prizm, bypass the EVAP canister by connecting the fuel tank vapor hose to the
canister purge line. Refer to the Service Information for additional information.
3. Connect the EEST red battery clip to the positive (+) battery terminal. Connect the black battery clip to chassis ground.
4. Install the appropriate fuel fill cap adapter to the fuel fill pipe. Refer to the Service Information for the appropriate fuel fill cap adapter part
number.
5. Connect the EESTs nitrogen/smoke supply hose and vehicle fuel fill cap to the adapter.
7. Use the remote switch to introduce smoke into the EVAP system.
8. Use the J 41413-VLV EVAP Port Vent Fitting tool to open the EVAP service port (if equipped) until smoke is observed.
9. Remove the J 41413-VLV EVAP Port Vent Fitting tool once smoke is observed.
Important:
Additional smoke may need to be introduced at 15-second intervals until the leak source has been located.
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10. Continue to introduce smoke into the EVAP system for an additional 60 seconds.
11. Inspect the entire EVAP system for exiting smoke with the J 41413-SPT high intensity white light. If leak source was located, repair as
necessary and proceed to verification process.
12. If the leak source was not located, stop introducing smoke into the EVAP system.
13. Disconnect the fuel fill cap adapter from the fuel fill pipe. Install the fuel fill cap to the vehicle.
14. Connect the EEST's nitrogen/smoke supply hose to the EVAP service port (if equipped).
15. Use the remote switch to introduce smoke into the EVAP system.
16. Inspect the entire EVAP system for exiting smoke with the J 41413-SPT high intensity white light. If leak source was located, repair as
necessary and proceed to verification process.
17. If no leak was located, proceed to Fuel Tank Pressure (FTP) Sensor check.
Fuel Tank Pressure (FTP) Sensor Check
The J 41413-200 EEST provides a tight seal to the nitrogen/smoke hose when the tester is turned off. This allows pressurizing of the sealed EVAP
system. Use the following procedure to test for a functional FTP sensor.
2. Connect the EEST red battery clip to the positive (+) battery terminal. Connect the black battery clip to chassis ground.
3. Install the appropriate fuel fill cap adapter to the fuel fill pipe. Refer to the Service Information for the appropriate fuel fill cap adapter part
number.
4. Connect the EEST's nitrogen/smoke supply hose and vehicle fuel fill cap to the adapter.
5. Compare the FTP parameter, with a scan tool, to the EEST pressure/vacuum gage.
6. If the FTP parameter is not within 1 in H20 of the EEST pressure/vacuum gage, replace the FTP sensor.
9. Use the remote switch to introduce nitrogen into the EVAP system.
10. Observe the Fuel Tank Pressure (FTP) parameter with a scan tool. The FTP sensor parameter should increase to more than 5 in H20.
11. If the FTP parameter is not more that 5 in H20, replace the FTP sensor.
12. If the FTP parameter is more than 5 in H20, continue with appropriate Service Information.
Verification Procedure
Service Bay Test
Important:
Disconnect the fuel fill cap adapter and install the fuel fill cap onto the.vehicle prior to performing the EVAP Service Bay Test.
Perform the EVAP Service Bay Test (if available) using a scan tool. If the Service Bay Test is not available, proceed to Flow Meter Test.
The Service Bay Test will verify the proper operation of the EVAP system and reset the Emissions Inspection/Maintenance EVAP flag.
Results
^ If the Service Bay Test is not passed, return to the appropriate Service Information.
The flow meter test must be used to verify repairs on vehicles with enhanced EVAP systems that do not have the EVAP Service Bay Test.
2. Disconnect the nitrogen/smoke hose from the fuel fill cap adapter.
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3. Connect the nitrogen/smoke hose to the correct test orifice on the bottom-front of the EEST. The correct test orifice can be determined by
referencing the table.
5. Align the red flag on the flow meter with the floating indicator. Use the remote switch to de-activate the EEST.
6. Remove the nitrogen/smoke hose from the test orifice and reinstall the hose onto the fuel fill cap adapter.
Important:
Larger volume fuel tanks and/or those with lower fuel levels may require several minutes for the floating indicator to stabilize.
9. Use the remote switch to introduce nitrogen and fill the EVAP system. Watch the floating indicator until it stabilizes.
10. Compare the flow meter's stable floating indicator position to the red flag. If the indicator floats:
^ ABOVE the red flag-UNACCEPTABLE (EVAP system leak still exists-go to Enhanced EVAP System Leak Detection Procedure earlier
in this bulletin).
The chart shown should be used to select the correct orifice for the Verification Process if the Service information does not specifically list the
information.Technical Service Bulletin # 00-06-04-026 Date: 000601
Bulletin No:
00-06-04-026
Date:
June, 2000
WARRANTY ADMINISTRATION
Subject:
powertrain Control Module (PCM) product Feedback Program
(Parts Return and Required Repair Order Documentation)
Models:
2001 and prior Passenger Cars and Trucks
Attention:
Dealerships Service and Parts Managers
A significant number of PCMs that are returned to GM test out with No Trouble Found (NTF). This can be caused by a number of factors.
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Unfortunately the information received with the returned unit frequently lacks the necessary detail to preform an analysis targeted to the actual
failure condition. For this reason, a more extensive return process is being established using the Warranty Parts Center (WPC). Effective
immediately starting with 1996 and new model year vehicles, any PCM replaced under warranty (using labor operations J6360 only), should be
held in dealers inventory until the claim has been paid. The Warranty Parts Center (WPC) / corporate Parts Return (CPR) program may require the
replaced PCM with a copy of the repair order ( or repair order only )to be returned by the dealer to the WCP.The WCP will notify the dealer of the
PCM and R.O. return request by sending a "GM part and Repair Order Return Request " message Via the Dealer Communication System (DCS)
within the "Parts Return CPR"report application on Tuesday and Friday of each week as Warranty claims are paid. Refer to Corporate Bulletin
Number 99-00-89-019, dated October, 1999 (US dealers) or HOL # 1999-201 ( Canadian dealers).
Important
The most critical step within this program is that the dealer Must document the following information on the repair order anytime a PCM is
replaced. If the PCM and / or the R.O. is requested by the WPC to be returned and the required information has not been documented on the
R.O. correctly, the dealer may be debited for the total cost of the replaced PCM, any dealer cost mark up, any core cost, plus shipping and
handling costs.
Also, in order to provide improved PCM Diagnostic Procedures, please list the GM Service Information Document ID Number (from SI2000) that
led to the PCM replacement.
Important:
The PCM diagnostic trouble codes (DTCs), Calibration Identification (Cal ID) Number, and the GM Service Information Document ID Number
(from SI2000) should be documented in the Failure Code (99999) comments section. Refer to the Policy and Procedures Manual (section IV
Warranty Claim Data - G Failure Code ( or OBDII code ).
INFORMATION
Subject:
DTCs B1001, B1271 or B1780 Set When Replacing/Reprogramming Other Modules
Models:
1999-2003 Passenger Cars and Trucks
with Class 2 Serial Data Communication Between Modules
This bulletin is being revised to add model years and reflect changes in the Tech 2(R) procedure and filing classification. Please discard Corporate
Bulletin Number 99-06-03-010A (Section 06 - Engine).
Class 2 Serial Data Communication allows control modules (i.e. the Powertrain Control Module (PCM), the Body Control Module (BCM), the
Dash Integration Module (DIM), the Instrument Panel Cluster (IPC), the radio, the Heating, Ventilation and Air Conditioning (HVAC) Controller,
and the Sensing and Diagnostic Module (SDM) to exchange information. This information may be operational information or identification
information. Among the identification information exchanged and compared within these modules is the Vehicle Identification Number (VIN).
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Typically the one module, the master module, broadcasts the VIN and all the other modules compare the VIN stored within itself. When the
broadcast VIN does not match the VIN stored within the SDM, the following actions occur:
^ DTC B1001 Option Configuration Error is set and deployment of the airbags is inhibited.
^ DTC B1271 or a DTC B1780 Theft Locked. The VIN information is also used by the radio. When the VIN does not match the VIN stored
within the radio, DTC B1271 or DTC B1780 is set and the radio is inoperative.
Additionally, the master module will compare the SDM's part number (last four digits) to determine if the correct SDM is installed in the vehicle. If
the SDM is the wrong part, a B1001 will also set.
This situation may occur when a vehicle is being repaired. When a PCM or a body control type module is replaced, the VIN information must be
programmed into the replaced (new) control module. A module which has had VIN information entered into it (for example, one taken from
another vehicle) cannot be reprogrammed. VIN information can only be entered into new modules. The ignition must be ON in order to program
the control module. Since the VIN information is broadcast when the ignition goes to ON from any other ignition switch position, DTCs may be set
in the SDM and/or the radio. Therefore, always follow the specified control module replacement procedures.
1. After completing the repair, turn OFF the ignition for at least 30 seconds.
2. Turn ON the ignition and check for DTCs using a Tech 2(R) scan tool.
If DTCs B1001, B1271, or B1780 are present with a history status, DO NOT REPLACE THE SDM OR THE RADIO.
3. Clear the DTCs from all modules using the Tech 2(R) scan tool.
5. Ensure the proper operation of the SDM by turning OFF the ignition and then turning ON the ignition. The air bag warning indicator should
flash seven times and then go OFF.
Refer to Corporate Bulletin Number 99-09-41-001 for additional information regarding proper reprogramming of the new/replaced module.
Clearing codes from the other modules is part of the replacement and reprogramming procedure for the replaced module. The repair is not complete
unless all codes have been cleared from all modules.
Subject:
Revised DTCS B1000, B1004, B1007, B1009, B1013
Models:
2000-2002 GM Passenger Cars and Trucks
This bulletin is being issued to revise DTCs B1000, B1004, B1007, B1009 and B1013 in the Body Control Systems 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 SI2000. If you are using a paper version of this Service Manual, please make a reference to this
bulletin on the affected page.
Although the diagnosis for these DTCs is found in the Body Control Systems sub-section, multiple modules on the vehicle may set these DTCs.
Technicians have been replacing the Body Control Modules (BCM) even though the DTCs are retrieved as current from modules other than the
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BCM. The tables for the above mentioned DTCs have been revised to clarify that the technician should replace the module setting the DTC as
current (the table information remains the same, only the wording has been revised for clarification purposes).
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.
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^ 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
Disclaimer
Technical Service Bulletin # NHTSA01V067000 Date: 010301
INFORMATION
Subject:
Correct Location When Servicing Right Side 2nd Row Seat Belt Upper Anchor Bolt
Models:
1997-2004 Chevrolet Venture
1997-2004 Oldsmobile Silhouette
1997-2004 Pontiac Montana
The following information should be used when checking proper seat belt operation or when replacing the right side 2nd row seat belt assembly.
Some of the above listed vehicles may experience a condition where the 2nd row right side seat belt retractor will not release. When the seat belts
are fully extended, they go into a automatic locking mode, or cinch feature. This cinch feature enables the seat belts to stay tight and restrain child
seats developed before the advent of LATCH seats. 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 clinch feature is cancelled. The cinch feature is cancelled when the seat belt has fully
retracted.
There are 4 different seating configurations for the second row and two different positions for the seat belt upper anchor bolt. Captain's chairs and
bucket seats use the lower anchor position, while split and full bench seats use the upper position. If a seat belt designed for the bucket or captains
chair is installed in the upper position, it cannot retract far enough to release the cinch feature. If you have a captains chair or bucket with a seat belt
retractor that will not release, check to make sure that the upper anchor bolt is in the lower position on the C-pillar. The bolts are reusable and
self-tapping.
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Subject:
Outside Rear View Mirror Housing Turns Chalky/Dull
(Color/Clear Coat Mirror)
Models:
1998-2000 Buick Century, Park Avenue, Regal
1998-2000 Chevrolet Cavalier, Lumina, Malibu, Metro, Monte Carlo, Prizm,
Tracker, Venture
2000 Chevrolet Impala
1998-2000 Oldsmobile Intrigue, Silhouette
1999-2000 Oldsmobile Alero
1998-2000 Pontiac Bonneville, Grand Am, Sunfire, Trans Sport
1998-2000 Chevrolet and GMC C/K, S/T Models and M/L Van
1998-2000 Oldsmobile Bravada
Condition
Some customers may comment that the black plastic housing around the outside rear view mirror turns chalky or is dull in color.
Correction
Caution:
Sanding dust solvents and paint are potential health hazards. Make sure to wear an approved mask or fresh air supplied respirator that is
appropriate to the task being performed. Refinish both mirrors (Black WA 8555 with a gloss of 30%) following the GM Approved Refinish
Materials Booklet GM4901 M-D-2000 (GM4901 M-D-F-2000 (French)) under the flexible substrates section. Refer to your paint manufacturer
for specific process and application process for plastics.
Warranty Information
TECHNICAL
Subject:
Tail Lamp/Brake Lamp Bulb Inoperative (Replace Bulb and/or Circuit Board)
Models:
2000-2004 Chevrolet Venture
2000-2004 Oldsmobile Silhouette
2000-2004 Pontiac Montana
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 03-08-42-007 (Section 08 - Body and Accessories).
Condition
Some customers may comment that the upper left hand or right hand tail lamp/brake lamp bulb is inoperative.
Cause
This condition may be the result of moisture entering the lamp housing and changing the bulbs resistance, causing the bulb to burn out and or
melting the circuit board.
Correction
Replace the burned out bulb and the circuit board if needed. Apply dielectric lubricant or dielectric grease to the left hand and right hand tail lamp
bulb terminals.
Refer to Tail Lamp Assembly and or Back up, Sidemarker, Stop, Turn Signal Bulb Replacement in SI.
Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 00-06-02-001 Date: 000101
Subject:
Engine Running Hot, Overheating and/or Loss of Coolant (Polish Radiator Filler Neck and Replace Radiator Cap)
Models:
1999-2000 Passenger Cars and Trucks with Composite Radiator End Tank
Condition
Cause
The radiator filler neck may have an imperfection in the sealing surface.
Correction
Important:
DO NOT REPLACE THE RADIATOR.
Using a piece of 400 grit wet/dry sandpaper backed with a flat piece of wood, polish the filler neck sealing surface using a circular motion.
Replace the radiator pressure cap with a cap of the same part number as shown in the GM Service Parts Catalog.
Warranty Information
Labor Labor
Operation Description Time
TECHNICAL
Subject:
Brown Colored Gel-Like Substance on Radiator Cap and Upper Filler Neck (Replace Radiator Cap and Clean Radiator Upper Filler Neck)
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Models:
1997-2000 Buick Century
1996 Chevrolet Lumina APV
1996-2000 Chevrolet Lumina, Monte Carlo
1997-2000 Chevrolet Venture
2000 Chevrolet Impala
1996-1997 Oldsmobile Cutlass Supreme
1996-2000 Oldsmobile Silhouette
1996-1997 Pontiac Trans Sport
1996-2000 Pontiac Grand Prix
1998-2000 Pontiac Montana
with 3.1L or 3.4L Engine (VINs J, M, E, X - RPOs LG8, L82, LA1, LQ1)
Condition
Some customers may comment about a brown colored gel-like substance on the radiator cap and upper filler neck.
Correction
Important:
This condition is unique to the 3.1L and 3.4L engines and should not be confused with the condition described in Corporate Bulletin Number
99-06-02-012B - Rust in Coolant System.
This condition is almost always confined to the radiator cap and upper filler neck, so it is not necessary to change the coolant. keeping the cooling
system full at all times should eliminate future recurrence. Replace the radiator cap and clean the radiator upper filler neck using the procedure and
part numbers listed below.
^ Slowly rotate the cap counterclockwise to detent. Do not press down while rotating the pressure cap.
^ After all hissing stops, continue to rotate counterclockwise until the cap is removed.
2. Using a shop rag, clean the upper radiator filler neck of any residue.
3. Remove the coolant recovery reservoir if visually contaminated. Refer to the Coolant Recovery Reservoir Replacement procedure in the
Engine Cooling sub-section of the appropriate Service Manual.
4. If necessary, clean the coolant recovery reservoir and all hoses attached to it with soap and water. Rinse the reservoir and hoses with clean
water and drain.
Verify that the coolant can flow freely through the hoses.
5. Install the coolant recovery reservoir. Refer to the Coolant Recovery Reservoir Replacement procedure in the Engine Cooling sub-section of
the appropriate Service Manual.
6. Refill the coolant recovery reservoir with a 50/50 mixture of DEX-COOL(R) and clean drinkable or distilled water to the HOT mark. Fill to
the HOT mark to compensate for any air that may be in the cooling system.
8. Install the new radiator cap, P/N 10409635, making certain the arrows line up with the overflow tube.
9. Instruct the customer of the importance of maintaining the proper coolant level in the radiator and coolant recovery reservoir.
Parts Information
Warranty Information
For vehicles repaired under warranty, use:
Labor Labor
Operation Description Time
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J3020 Cap, Radiator Filler - Replace 0.2 hr
Add Cleaning Radiator Upper Filler Neck 0.1 hr
& Coolant Recovery Reservoir
INFORMATION
Subject:
Automatic Transmission Service Procedure Changes
Models:
2002 and Prior Passenger Cars and Light Duty Trucks with Automatic Transmissions
This bulletin is being revised to add the 2000-2002 model years. Please discard Corporate Bulletin Number 99-07-30-020 (Section 07 -
Transmission).
This bulletin covers the service procedure for cars and light duty trucks equipped with automatic transmissions which are in warranty.
This service procedure allows dealers to repair or replace automatic transmissions based upon the cost of the repair and customer satisfaction. Each
repair should be evaluated individually to determine the need for repair or replacement.
^ Transmissions should be repaired whenever the cost of the repair is less than the cost of a Goodwrench Transmission Assembly.
^ A Goodwrench Transmission Assembly should be installed whenever the cost of the repair is greater than an assembly.
^ When two or more repair attempts have not corrected the condition, contact TAO and/or your Area Service Manger (ASM) (DSM in Canada)
for further assistance.
^ Only GM Goodwrench DEXRON(R)III automatic transmission fluid is to be used for any warranty service of automatic transmissions.
Cooler Flushing
Cooler flushing and a flow check MUST be performed whenever a transmission is removed for service. It is essential to flush the cooler prior to
installation of a Goodwrench Transmission Assembly or when fluid contamination is suspected. Use Kent-Moore tool J 35944-A and solvent J
35944-22 to flush the cooler. Instructions are published in each Service Manual On-Vehicle Service Section. Refer to Corporate Service Bulletin
99-07-30-017 for further details on transmission cooler flushing and flow check.
Warranty Information
Labor operation K7000 (TRANSAXLE ASSEMBLY - replacement) permits add on time to be used as needed for disassemble, inspect and
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reassemble, when it has been determined the cost of overhaul exceeds cost of replacement. (Steps 3 and 5 ) as shown in the table.
Labor Operation K7000 (TRANSAXLE ASSEMBLY - replacement) includes time to perform cooler line flush. (Step 6 ) as shown in the table.
DISCLAIMER
Technical Service Bulletin # 01-07-30-029 Date: 011001
INFORMATION
Subject:
New Product Feedback Form and Process For Automatic Transmission Core Returns
Models:
1980-2002 All Passenger Cars and Trucks
With All Original Equipment and Goodwrench Automatic Transmissions
(AC Delco Transmissions Are Not Included)
Quality improvement is a goal of General Motors, and as part of the ongoing quality improvement assessment efforts for automatic transmissions,
General Motors is implementing a new product feedback process. The new feedback process was developed after consulting with dealership
technicians and service managers, the General Motors Technical Assistance Center, and General Motors Regional Field Engineers.
The new process is being implemented in an effort to improve the quality and quantity of the feedback data. Accurate feedback from the technicians
will allow General Motors to accurately inspect and diagnose automatic transmission field returns. The new process utilizes four elements:
^ A new and easier-to-complete feedback form. The (US) 2001 Service Policies and Procedures Manual requires completion of this feedback
form in Article 1.6, page 10 and Article 1.7, page 2.
^ The new feedback form has English, French, and Spanish versions all printed on a single form. The service technician should complete the form
in the language of choice, fold/tear it in thirds, and INSERT IT IN THE SEE-THROUGH ENVELOPE, SO THAT THE COMPLETED
FEEDBACK INFORMATION CAN BE READ THROUGH THE RETURN ENVELOPE. The dealer copy of the feedback form is to be
maintained with the dealer's copy of the repair order. [Refer to the Service Policies and Procedures Manual. Article 1.6, page 10, (US)].
^ A new see-through return envelope to hold the feedback form when the transmission is returned to the warehouse.
The see-through return envelope will be attached to the side of the top half of the transmission shipping container at either of the small ends.
^ Auditing of/for completed feedback forms will be done during core receiving in Detroit, Michigan. GMSPO core return Code T98 will read
"TRANS FEEDBACK FORM NOT REC'D WITH CORE." The T98 zero dollar ($0) debit notice will be sent by GMSPO each time an OEM
or Goodwrench automatic transmission core is received without a completed product feedback form visible in the see-through envelope.
If the dealer should receive a Goodwrench automatic transmission without the see-through envelope attached, use one of the three new feedback
forms and envelopes being sent to each dealer with this bulletin.
In the U.S.A.
- For the form P/N 24221234 and/or envelopes, P/N 2XJ 19572 In Canada
- For form DGN P/N 150-0-0-532 and/or envelopes, P/N DGN 150-0-0-533
Important:
The see-through envelope should be attached to the sides of the top half of the transmission shipping container at either of the small ends. DO
NOT PUT THE ENVELOPE ON THE TOP SURFACE OF THE SHIPPING CONTAINER BECAUSE IT CANNOT BE READ WHEN THE
TRANSMISSIONS ARE STACKED IN THE WAREHOUSE OR THE RETURN FORM MAY BECOME DAMAGED/LOST IN THE
SHIPPING PROCESS.
Dealership Process of the Feedback Form For New Vehicle, Goodwrench Parts Warranty, Customer Pay and Over-The-Counter Sales.
For New Vehicle warranty claims, Goodwrench Parts Warranty or Customer Pay repairs, perform the following:
1. Remove the new feedback form from the information packet shipped with the replacement transmission.
2. Complete all the fields in the top third of form and check the appropriate boxes.
3. INSERT THE ORIGINAL COPY OF THE FORM IN THE SEE-THROUGH ENVELOPE SO THAT THE INFORMATION ON THE
COMPLETED FORM IS VISIBLE.
4. Attach the dealer copy of the feedback form to the dealer repair order hard copy.
5. Return the transmission core to the parts department for return to GM.
^ Print the letters "OTC" on the form in large letters (to indicate "over the counter sale".
These new feedback forms are critical to General Motors goal of producing the most reliable and durable transmissions for General Motors cars and
trucks. With properly completed forms, General Motors can quickly identify and correct the manufacturing defects, thereby providing the highest
quality automatic transmissions for you and your customers.
The General Motors Labor Time Guide includes time allowance for completing the feedback form in the base time for K7000.Technical Service
Bulletin # 02-07-30-028 Date: 020601
INFORMATION
Subject:
Automatic Transmission Serial Number and Site Code Locations
Models:
2003 and Prior Passenger Cars and Trucks
2003 HUMMER H2
with North American Automatic Transmissions
General Motors automatic transmissions fall into two categories: those manufactured "by GM" (OEM) and those manufactured "for GM"
(REMAN). Only OEM transmissions are used in the production of new GM vehicles. Goodwrench(R) service transmissions can be either OEM or
REMAN. All Goodwrench(R) REMAN transmissions are identified by a green metal tag with the words "Manufactured for GM" except for
Allison(R), 4L30E (Catera) and 5L40E (CTS).
^ REMAN = green tag = "for GM" (except for Allison®, Catera and CTS)
Other than the exceptions shown above, all North American Remanufactured transmissions use the same green tag shown.
Important:
When reporting serial and site code numbers, use the top row of characters followed by the bottom row with no spaces between any of these
characters. Refer to the example below.
The Allison(R) built transmissions, as well as the 4L30E (Catera) and 5L40 (CTS) do not have green REMAN tags. Refer to the appropriate section
in this bulletin for each of these transmissions' correct OEM and REMAN serial numbers.
The transmission ID tag is usually located on the side of the case facing the rear of the vehicle.
The Allison(R) LCT 1000 automatic transmission ID tag (1) is located on the right (passenger side), just rear of the PTO (power take off) cover.
Use the model number (1), the date of manufacture number (2) and the serial number (3) for reporting purposes. For example:
1000XXXXXYYYYYYYYYY (1000 + 5 characters + 10 characters).
TECHNICAL
Subject:
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Grind Noise or No Vehicle Movement when Shifting into Drive or Reverse (Inspect Transaxle, Replace Various Transaxle Components)
Models:
1999-2002 Buick Century, LeSabre, Park Avenue
2002 Buick Rendezvous
1999-2002 Chevrolet Monte Carlo, Venture
2000-2002 Chevrolet Impala
1999-2002 Oldsmobile Intrigue, Silhouette
1999-2002 Pontiac Bonneville, Grand Prix, Montana
2001-2002 Pontiac Aztek
with Transaxle Auto 4-SPD, 4T65-E (RPO MN3)
Condition
Some customers may comment on a grinding noise when shifting into DRIVE or REVERSE or the vehicle will not move in DRIVE or REVERSE.
Correction
Important:
^ If the vehicle DOES NOT exhibit a grinding condition but DOES exhibit shifting concerns, refer to Corporate Bulletin # 00-07-30-002.
^ When servicing the transaxle side cover gasket, refer to Corporate Bulletin # 01-07-30-032.
^ When servicing the valve body spacer plate and/or gasket, refer to informational Corporate Bulletin # 02-07-30-014.
^ When servicing or replacing the transaxle resulting from this condition, the transaxle cooler MUST be flushed. Refer to informational
Corporate Bulletin # 02-07-30-052.
Follow the service procedure below for diagnosis and correction of the grinding noise condition.
Important:
If metallic debris is found on the transaxle pan magnet, the transaxle must be completely disassembled and cleaned. Failure to properly
clean the transaxle case and internal components may lead to additional unnecessary repeat repairs.
1. Remove the transaxle oil pan and inspect the magnet in the bottom of the pan for metal debris. Refer to SI Document ID # 414136.
2. Remove the transaxle from the vehicle. Refer to the appropriate SI document.
Important:
^ Inspect all the transaxle components for damage or wear. Replace all damaged or worn components. The parts listed below should be
sufficient to correct this concern.
^ This condition does not normally require replacement or reconditioning of the transaxle completely unless there is extensive damage.
Components such as clutches, valve body and torque convertors WILL NOT require replacement to correct this condition.
3. Disassemble the transaxle. Refer to the Transmission Overhaul procedure in Unit Repair, SI Document ID # 633950.
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4. Replace the parts listed above to correct this condition. Refer to Unit Repair Manual, Transmission Overhaul procedure, SI Document ID #
417561; Input and Third Sprag Clutches Disassemble, SI Document ID # 38901; and Input and Third Sprag Clutches Assemble, SI
Document ID # 60415.
5. When servicing or replacing the transaxle resulting from this condition, the transaxle cooler MUST be flushed. Refer to informational
Corporate Bulletin # 02-07-30-052.
Parts Information
Warranty Information
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Important:
^ The recondition transaxle add time is not applicable for this repair. All of the transaxle clutch packs and bushings have not been replaced.
^ The recondition transaxle Carrier/Differential Final Drive Assemble is not applicable for this repair.
INFORMATION
Subject:
Transmission Fluid Leak Diagnosis
Models:
2006 and Prior Passenger Cars and Light Duty Trucks
2003-2006 HUMMER H2
2006 HUMMER H3
2005-2006 Saab 9-7X
Supercede:
This bulletin is being revised to add the 2006 model year, HUMMER H3 and Saab 9-7X vehicles. Please discard Corporate Bulletin Number
01-07-30-041A (Section 07 - Transmission/Transaxle).
The purpose of this bulletin is to provide assistance for technicians when diagnosing fluid leaks on automatic transmissions. It has been found that
many of the transmissions returned to the Warranty Parts Center (WPC) for fluid leaks were determined to be no trouble found (fluid leaks could
not be found). To reduce unnecessary transmission replacement, please use the following information.
If the customer concern is a leak, the source of the leak must be isolated. There are many components on a vehicle that can produce leaks:
^ Engine oil
^ Engine coolant
^ Power steering
^ Transmission
^ Rear differential
^ Front differential
^ Transfer case
It is important to note that leaking fluids can migrate toward the rear of the vehicle. This can make isolating the leak very difficult. Generally, the
fluid path can be followed to the leaking component during a visual inspection. Once the leaking component has been identified, use the J 42220
Leak Detection Lamp and the J 28431-6 Leak Dye Kit to isolate the leak point.
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If the leaking component cannot be identified, use the leak dye in components that are in the fluid path. The Service Information contains
procedures for diagnosing leaks and also alternate methods for leak detection.
Most leaks at seals and gaskets can be repaired on-vehicle. These procedures are located in the appropriate sub-section of the Service Manual and
use the time from the applicable Labor Time Guide (LTG). If the transmission case is leaking due to porosity, the transmission typically needs to be
replaced.
All components that are diagnosed and that require replacement due to leakage must be diagnosed with the leak dye and a leak detection lamp.
Upon receipt and inspection at/by WPC, components that do not exhibit leaks will be brought to the attention of the Regional Warranty Manager
for appropriate action.
INFORMATION
Subject:
OnStar(R) System Cellular Antenna Replacement Parts Availability
Models:
1996-2005 Passenger Cars and Light Duty Trucks
2003-2005 HUMMER H2
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.
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Parts Information
Models:
1996-2005 Passenger Cars and Trucks
2002-2005 Saturn Vehicles
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.
INFORMATION
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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.
INFORMATION
Subject:
Release of DEXRON(R) VI Automatic Transmission Fluid (ATF)
Models:
2007 and Prior Passenger Cars and Light Duty Trucks
2003-2007 HUMMER H2
2006-2007 HUMMER H3
2005-2007 Saturn Relay
2005 and Prior Saturn L-Series
2005-2007 Saturn ION
2005-2007 Saturn VUE with 4T45-E
2005-2007 Saab 9-7X
Supercede:
This bulletin is being updated with the 2007 model year. Please discard Corporate Bulletin Number 04-07-30-037A (Section 07 -
Transmission/Transaxle).
DEXRON(R)-VI ATF
General Motors Powertrain has recently upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production.
Only 2005 and prior models that currently use DEXRON(R)-III may use DEXRON(R)-VI as a replacement.
All 2006 and future models that use DEXRON(R)-VI are to be serviced with DEXRON(R)-VI fluid only.
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Some new applications of the 6L80 six speed transmission will require the use of J 45096 - Flushing and Flow Tester to accomplish transmission
fluid fill. It is highly recommended that the clean oil reserve of the machine be purged of DEXRON(R)-III and filled with DEXRON(R)-VI.
Parts Information
Disclaimer
Technical Service Bulletin # 04-01-37-001 Date: 040106
INFORMATION
Subject:
HVAC Control Knob Replacement
Models:
2000-2004 All Passenger Cars and Light Duty Trucks
2003-04 HUMMER H2
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
Disclaimer
Technical Service Bulletin # 99-08-45-005 Date: 991101
TECHNICAL
Subject:
Accessory Receptacle/Cigar Lighter is Inoperative (Check Aftermarket Device Plug for Short to Ground)
Models:
1995-2000 Passenger Cars and Trucks
Condition
Some customers may comment that the cigar lighter or the accessory receptacle is inoperative; or that the internal fuse (within the plug on an
aftermarket device), blows intermittently.
Cause
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Certain aftermarket devices have a newly designed power plug with an internal mini fuse. The mini fuse may have an external terminal (which may
be used to externally check the fuse). If the mini fuse external test terminal is not recessed into the mini fuse body, it may come in contact with the
shell of the vehicle receptacle and cause the fuse (of either the vehicle or the aftermarket device), to blow intermittently.
Correction
Test the aftermarket device plug for short to ground. The following step may be performed at the customer's expense. As this is not a defect in
material, design or workmanship of the vehicle, it would be the owner's responsibility.
2. Explain to the customer that the fuse for the device must have no exposed terminals, and that finding one would be his responsibility.
3. Refer the customer to the manufacturer of the aftermarket device for a new plug.
Technical Service Bulletin # 00-07-30-007A Date: 020201
TECHNICAL
Subject:
Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp Illuminates (Replace Drive Sprocket Support Bearing)
Models:
1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera
1999-2000 Chevrolet Lumina, Monte Carlo, Venture
2000 Chevrolet Impala
1999 Oldsmobile Eighty Eight
1999-2000 Oldsmobile Intrigue, Silhouette
1999-2000 Pontiac Bonneville, Grand Prix, Montana
with 3.4L, 3.5L or 3.8L Engine (VINs E, H, K, 1-- RPOs LA1, LX5, L36, L67)
and Hydra-Matic 4T65-E Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard Corporate Bulletin Number 00-07-30-007 (Section
07 - Transmission/Transaxle).
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Condition
Some owners of the listed models equipped with a Hydra-Matic 4T65-E transaxle with a Julian Date prior to 0045 may comment on a whine noise
in PARK and/or NEUTRAL or a Service Engine Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or
P0742 may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any abnormal wear, Turbine shaft for cut seals and/or
nicks, and chain for excessive play due to failed bearings.
Important:
When installing the new bearing, the part number MUST be visible (facing upward). Before installing the drive sprocket, lubricate the bearing
assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Warranty Information
INFORMATION
Subject:
The Importance of Chassis Lubrication
Models:
2001 and Prior Passenger Cars and Trucks
Many combinations of grease fittings and sealed components may be found on the chassis of General Motors vehicles. The lubrication required for
each vehicle can be located in the Maintenance and Lubrication sub-section of General Information in the Service Manual. This section outlines all
lubrication required for the vehicle and also provides chassis diagrams of grease points. Please refer to the maintenance schedule for the
recommended service intervals.
INFORMATION
Subject:
Information on a New Engine Preluber Tool
Models:
1990-2002 All Cars and Light Duty Trucks
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A new engine Preluber tool has been developed as an essential tool. This tool will be automatically shipped to all tier one and tier two dealerships.
The new tool is known as J-45299 ENGINE PRELUBER.
The J-45299 ENGINE PRELUBER consists of a two gallon container, hand pump, flexible hose, adapter set and a two sided laminated instruction
sheet. The engine preluber will inject clean engine oil into the engine oiling system. Following the instructions included with the tool will allow the
main bearings, connecting rod bearings and the oil pump to be properly lubed.
When prelubing the engine with more than the minimum recommended amount of oil, the camshaft bearings and other valve train components may
also be lubricated.
Notice:
Neglecting to prelube or improperly prelubing a new, remanufactured or serviced engine prior to the initial start-up may lead to premature
bearing failure in the engine.
This tool should be used when installing a new engine, remanufactured engine or an overhauled engine. This tool and procedure should also be
used when the crankshaft or connecting rods have been removed from the engine for any reason.
Any dealers or other interested parties can purchase this tool directly from Kent Moore by calling 1-800-345-2233.
INFORMATION
Subject:
Proper Use of OEM Service Wheel Weights, Marring and/or Damage Due to Use of Non-OEM and/or Incorrect Wheel Weight Installation
Models:
2007 and Prior GM Cars and Light Duty Trucks
2003-2007 HUMMER H2
2006-2007 HUMMER H3
2005-2007 Saab 9-7X
Note:
It is critical to use the proper OEM wheel weights when service requires balancing of the tire/wheel assemblies. Failure to use the proper OEM
wheel weights may result in damage/marring to the wheel assembly that will NOT be covered under the vehicles warranty.
Important:
When balancing factory aluminum wheels with clip-on wheel balance weights, be sure to use special polyester-coated weights. These coated
weights reduce the potential for corrosion and damage to aluminum wheels.
These coated weights reduce the potential for corrosion and damage to aluminum wheels.
^ MC (1) and AW (2) series weights are approved for use on aluminum wheels.
^ P (3) series weights are approved for use on steel wheels only.
^ T (4) series coated weights are approved for use on both steel and aluminum wheels.
Important:
Use a nylon or plastic-tipped hammer when installing coated clip-on wheel balance weights to minimize the possibility of damage to the
polyester coating.
The contour and style of the wheel rim flange will determine which type of clip-on wheel weight (1) should be used. The weight should follow the
contour of the rim flange. The weight clip should firmly grip the rim flange.
When static balancing, locate the wheel balance weights on the inboard flange (2) if only 28 g (1 oz) or less is called for. If more than 28 g (1 oz) is
called for, split the weights as equally as possible between the inboard (2) and outboard (1) flanges.
When dynamic balancing, locate the wheel balance weights on the inboard (2) and outboard (1) rim flanges at the positions specified by the wheel
balancer.
Important:
When installing adhesive balance weights on flangeless wheels, do NOT install the weight on the outboard surface of the rim. Adhesive wheel
balance weights may be used on factory aluminum wheels.
WARRANTY ADMINISTRATION
Subject:
Correct Use of Labor Operation R4490, RKE Transmitter, Replace
Models:
2002 and Prior Passenger Cars and Light Duty Trucks
This bulletin is being issued to ensure the correct use of the labor operation R4490 (Transmitter, Remote Door/Rear Compartment Lock - Replace).
This labor operation should be used for diagnosis, replacement and reprogramming of defective RKE transmitters. Some specific non-warranty
situations are addressed as follows:
A missing or incorrect Remote Keyless Entry (RKE) transmitter should be noted on the carrier delivery receipt when the vehicle is delivered to the
dealership. Refer to GM Service Policies and Procedures Manual, article 2.1.8, Incorrect Part and/or Invoice Option (in Canada, refer to article
2.2.7, New Vehicles Received with Missing or Incorrect Parts/Options) and submit the appropriate transportation claim.
If the RKE transmitter requires reprogramming prior to delivery because transmitters were mixed with other vehicles in inventory, it should be done
as part of the Pre-Delivery Inspection (PDI). The dealership inventory control process should match the RKE transmitter with the correct vehicle.
Please note that RKE transmitter reprogramming or replacement as a result of mis-matched transmitters should not be submitted as a warranty
claim.
INFORMATION
Subject:
Seat Belt System Replacement Guidelines for Vehicles Involved in Collisions
Models:
2002 and Prior Passenger Cars and Trucks
The following information should be used as guidelines for determining if seat belt system components require replacement after a vehicle has been
involved in 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 a 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
system 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.
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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 otherwise damaged.
* LATCH is the industry-standard acronym for the built-in child restraint securing system - Lower Anchorages and Top Tethers for Children. Latch
consists of the top strap anchors in the vehicle, as well as the built-in "receivers" for LATCH-equipped, aftermarket child restraints.
INFORMATION
Subject:
Urethane Adhesives for Stationary Glass and Other Applications
Models:
2007 and Prior GM Passenger Cars and Trucks (Including Saturn)
2007 and Prior Isuzu Trucks
2003-2007 HUMMER H2
2006-2007 HUMMER H3
Supercede:
This bulletin is being revised to update the models and model years and update the information for Canada. Please discard Corporate Bulletin
Number 02-08-48-001A (Section 08 - Body and Accessories).
Effective with the sale of existing stock, General Motors will no longer offer the URETHANE ADHESIVE KIT P/N 12346392 (which includes all
associated primers). Until this stock is depleted, the GM kit is still recommended. In Canada, the GM Urethane Adhesive Kit, P/N 10952983, which
includes all associated primers, is also being discontinued and will no longer be available after current stock is depleted. It is anticipated that stock
will be exhausted no later than May 21, 2006.
As an alternative to the GM Kit for bonded glass installation AND some exterior body panels on specific GM vehicles, various aftermarket
materials are recognized as meeting the equivalent of the GM performance specification. This specification (GM 3651G, recently updated) outlines
material performance requirements and tests for adhesive manufacturers who develop and manufacture Stationary Glass Urethane adhesives.
^ Dow Automotive (Essex) 400HV (one part and requires associated primers)
^ Dow Automotive (Essex) U216 (two part and requires associated primers) Call Dow Automotive at 1-800-453-3779 for more information.
^ 3M(TM) "Fast Cure" Auto Glass Urethane (one part and requires associated primers) Call 3M(TM) at 1-877-666-2277 for more information.
Any use of these materials should be done as a system by the specific manufacturer. DO NOT intermix primers or adhesives from one manufacturer
to another.
INFORMATION
Subject:
Replacement of Keys, Key Numbers and/or Security Chips
Models:
2002 and Prior Passenger Cars and Trucks
General Motors has received reports from dealers and law enforcement officials in various parts of the country regarding a new trend in auto theft.
1. Pick out the vehicle he/she wishes to steal from a new/used car sales facility or off the street.
3. Take the VIN to any dealership which cuts keys. In some instances they have presented hand-written registration forms as proof of
ownership.
4. The thief then returns and drives the vehicle from the location.
Cutting of replacement keys is serious business. General Motors Policies and Procedures Manual, Section 3.2.5 (3.1.6 in Canada), Replacement of
Key Numbers & Security Chips, provides the following guidelines: "For security-and protection against auto theft, dealer should verify vehicle
ownership before providing replacement keys, key numbers and/or security chips. Verification should include positive identification of requester
and verification of vehicle ownership through registration."
Each dealership should (if they are in the business of cutting keys for walk-in, phone, fax, or other requesters) make a permanent file, by VIN, of all
key requests. Copies of the following documents should remain in each file:
- Registration or other proof of ownership Registration should have normal markings from the state/province which issued the registration and
possibly the receipt for payment recorded as well. Since each state/province will be different, you will need to set up guidelines for your
dealership based on the current registration laws and or policies of your state/province. We know of no law enforcement agency or
state/province vehicle registration office which will accept a hand-written registration document.
- Copy of the paid customer receipt which has the name of the employee who cut and sold the key to the customer
- When vehicle ownership cannot be proven beyond a reasonable doubt, Do NOT provide the keys. Refer the customer to the selling dealer or
GM Roadside Assistance.
Important:
^ When a dealership calls the TRACS 2000 voice response system (Vintage Group in Canada) for key codes, the dealer code is recorded by
VIN, in a permanent electronic file.
^ Cutting keys for anyone other than the registered vehicle owner may result in the dealership and/or employee being charged with aiding and
abetting in grand theft auto and determined to be liable, in the event the vehicle is subsequently stolen from another dealership or customer.
Dealers may wish to designate one specific, trusted employee as the person to handle all key requests.
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
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.
TECHNICAL
Subject:
Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and Intermittent Concerns, DTC P1811 or P0748 Set (Replace
Pressure Control Solenoid Valve Assembly)
Models:
1997-1999 Buick Riviera
1997-2002 Buick Park Avenue
1998-2002 Buick LeSabre
1999-2002 Buick Regal
2000-2002 Buick Century
2002 Buick Rendezvous
1997-2001 Chevrolet Lumina
1997-2002 Chevrolet Monte Carlo
1999-2002 Chevrolet Venture
2000-2002 Chevrolet Impala
1997-1999 Oldsmobile Eighty Eight
1997-2002 Oldsmobile Silhouette
1998-2002 Oldsmobile Intrigue
2001-2002 Oldsmobile Aurora (3.5L)
1997-2002 Pontiac Bonneville, Grand Prix
1999-2002 Pontiac Transport/Montana
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2001-2002 Pontiac Aztek
with Hydra-Matic 4T65-E (RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate Bulletin Number 00-07-30-002A (Section 07 -
Transmission/Transaxle).
Condition
Some owners of the above vehicles with a HydraMatic 4T65-E transaxle may comment on harsh upshifts or harsh garage shifts, soft shifts,
shudders on hard acceleration, or shifts erratic. These conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low
or high line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
^ Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to mechanically bind.
^ Sediment in the valve body, causing the torque signal regulator valve to stick.
Correction
Important:
Any of the above conditions may be intermittent, therefore, this test should be performed at least three times.
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table shown, to determine if actual versus desired
pressures are within the values specified. The Scan Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle
stopped. This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table. The pressures in the table assume a temperature of 70°C. The pressure will vary with a change in
temperature.
If the actual versus desired pressures are not within the values specified, clean the valve body and replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Important:
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is receiving the correct electrical signal from the
PCM.
Caution:
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Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury may result it the vehicle moves
unexpectedly.
5. Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
7. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
8. Put the gear selector in PARK range and set the parking brake.
Notice:
Total test running time should not be longer than two minutes, or else transmission damage could occur.
10. Access the PC solenoid valve control test on the Scan Tool.
11. Increase the PC solenoid as shown actual current from 0.0 to 1.0 amps in 0.1 amp increments. Allow the pressure to stabilize for five seconds
after each pressure change. Read the corresponding line pressure on the J 21867.
12. Refer to the Line Pressure specification table. Compare the data to the table.
13. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
15. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice:
Refer to Fastener Notice in Cautions and Notices.
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Tighten
Tighten the oil pressure test hole plug to 12 N.m (106 lb in).
Parts Information
Warranty Information
INFORMATION
Subject:
Pressure Control Solenoid Replacement for 4T65-E, 4T40-E, and 4T45-E Transaxle/Transmission
Models:
2000-2003 Buick Century, LeSabre, Park Avenue, Regal
2002-2003 Buick Rendezvous
2000-2001 Chevrolet Lumina
2000-2003 Chevrolet Cavalier, Impala, Malibu, Monte Carlo, Venture
2000-2002 Oldsmobile Intrigue
2000-2003 Oldsmobile Alero, Silhouette
2000-2003 Pontiac Bonneville, Grand Am, Grand Prix, Montana, Sunfire
2001-2003 Pontiac Aztek
with RPO Codes MN4, MN5, M13, M15, MN3, MN7 or M76
The pressure control solenoid in the above transaxles has changed for the 2003 models.
Important:
While the physical dimensions will allow usage of the new solenoid in past model transaxles or usage of the old solenoid in 2003 model
transaxles, they should not be interchanged. Interchanging of the pressure control solenoids will result in improper shift characteristics,
customer dissatisfaction, and needed repeat repairs.
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When replacing a pressure control solenoid, be sure to use the correct part number.
Chevrolet/Venture 1997-2005
Oldsmobile/Silhouette 1997-2004
Pontiac/Montana 1997-2005
Pontiac/Transport 1997-1998
SUMMARY:
On certain minivans equipped with second-row bucket seats or captain's chairs and a power sliding door on the passenger side of the vehicle, a
passenger using the interior handle to open the power sliding door could be injured.
CONSEQUENCE:
If a passenger uses the interior handle to open the power sliding door and holds onto the handle while it is being opened by the motor, the
passenger's arm may be pushed into the seat back or armrest and a wrist or lower arm injury may result.
REMEDY:
Dealers will replace the power sliding door interior handle on the passenger-side. If the vehicle is equipped with a power or manual sliding door on
the driver-side, the interior handle will also be replaced for appearance reasons. NOTE: Before the vehicle is serviced, GM advises owners to not
use the interior door handle to open the door. The driver can open and close the door from switches at the driver's position or by using the remote
key fob. The driver should tell passengers to use the switch located in front of the door to open or close it. The driver should use the override switch
to prevent operation of the power door by children or by others who are not familiar with its use. The recall is expected to begin in March 2005.
Owners should contact Chevrolet at 1-800-630-2438; Pontiac at 1-800-620-7668; or Oldsmobile at 1-800-630-6537.
NOTES:
GM recall No. 04110. Customers can also contact The National Highway Traffic Safety Administration's Auto Safety Hotline at
1-888-DASH-2-DOT (1-888-327-4236). Technical Service Bulletin # 04110 Date: 050524
Models:
1997-2005 CHEVROLET VENTURE
1997-2004 OLDSMOBILE SILHOUETTE
1997-1998 PONTIAC TRANS SPORT
1999-2005 PONTIAC MONTANA
EQUIPPED WITH RIGHT-HAND POWER SLIDING DOOR AND SECOND ROW BUCKET SEATS OR CAPTAIN'S CHAIRS
DUE TO PART AVAILABILITY, THIS RECALL IS BEING ADMINISTERED IN PHASES. ALL VINS WILL BE LOADED INTO GMVIS:
HOWEVER, CUSTOMERS WILL BE NOTIFIED IN PHASES. YOU WILL BE NOTIFIED OF THE RELEASE OF ADDITIONAL PHASES
PRIOR TO CUSTOMER NOTIFICATION.
Condition
General Motors has decided that a defect, which relates to motor vehicle safety, exists in certain 1997-2005 Chevrolet Venture, 1997-2004
Oldsmobile Silhouette, 1997-1998 Pontiac Trans Sport, and 1999-2005 Pontiac Montana vehicles equipped with a right-hand power sliding door
and second row bucket seats or captains chairs. If a passenger uses the interior handle to open the power sliding door and holds onto the handle
while it is being opened by the door motor, the passenger's arm may be pushed into the seat back or armrest and a wrist or lower arm injury could
occur.
Until the vehicle is serviced, the interior handle should not be used to open the door. The driver can open and close the door from switches at the
driver's position or by using the remote key fob. The driver should tell passengers to use the switch located in front of the door to open or close the
door. The driver should also use the override switch to prevent operation of the power door by children or by others who are not familiar with its
use.
Correction
Although only the right-hand power sliding door handle requires replacement, dealers are to replace both rear door handles, if applicable, to keep
the appearance consistent
Vehicles Involved
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Involved are certain 1997-2005 Chevrolet Venture, 1997-2004 Oldsmobile Silhouette, 1997-1998 Pontiac Trans Sport, and 1999-2005 Pontiac
Montana vehicles equipped with a right-hand power sliding door and second row bucket seats or captain's chairs, and built within these 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.]
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 (US) Recall Information, GMinfoNet (Canada) Recall Reports. Dealers
will not have a report available if they have no involved vehicles currently assigned.
For Export
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 will not receive a report with the recall bulletin if they have 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 purpose other than follow-up necessary to complete this recall 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 recall.
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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.
Service Procedure
Tools Required
1. Using the J 42506, Door Handle Clip Remover, remove the inside door handle clip.
2. Remove the inside handle from the sliding door and discard.
3. Load the clip into the inside door handle with the open end facing up.
4. Align the new handle with the shaft on the sliding door.
5. Press firmly in order to seat the inside handle on the sliding door.
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
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General Motors will notify customers of this recall on their vehicle (see copy of customer letter shown in this bulletin).
Letters will be sent to known owners of record located within areas covered by the US National Traffic and Motor Vehicle Safety Act. For owners
outside these areas, dealers should notify customers using the sample letter shown.
Dealer Recall Responsibility -- For US and Export (US States, Territories, and Possessions)
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.
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
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INFORMATION
Subject:
Servicing 4T65-E Transaxle Spacer Plate and Gaskets
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Models:
1997-1999 Buick Riviera
1997-2002 Buick Park Avenue
1998-2002 Buick LeSabre
1999-2002 Buick Regal
2000-2002 Buick Century
2002 Buick Rendezvous
1997-2001 Chevrolet Lumina
1997-2002 Chevrolet Monte Carlo
1999-2002 Chevrolet Venture
2000-2002 Chevrolet Impala
1997-1999 Oldsmobile Eighty Eight
1997-2002 Oldsmobile Silhouette
1998-2002 Oldsmobile Intrigue
2001-2002 Oldsmobile Aurora (3.5L)
1997-2002 Pontiac Bonneville, Grand Prix
1999-2001 Pontiac Trans Sport/Montana
2001-2002 Pontiac Aztek
with 4T65-E Transaxle (RPOs MN3, MN7, M15, M76).
This bulletin is being revised to add models (the Buick Rendezvous, Chevrolet Impala and Pontiac Aztek) Please discard Corporate Bulletin
Number 02-07-30-014 (Section 07-Transmission/Transaxle).
Beginning February 1, 2002, all 4T65-E transaxles will use a bonded spacer plate and gasket assembly (396). The new bonded spacer plate and
gasket assembly may be used in all past model 4T65E transaxles.
Notice:
Do not attempt to remove the gaskets from a bonded spacer plate. Transmission damage could result.
To service the spacer plate for all 4T65-E transaxles produced beginning with Feb. 1, 2002, the vehicle must be serviced with the bonded spacer
plate and gasket assembly.
For those 4T65-E transaxles produced prior to Feb 1, 2002, the spacer plate gaskets (369 & 371) can be serviced. Spacer plate gaskets can be
ordered and serviced individually. However, the spacer plate cannot be ordered/serviced individually. A new bonded spacer plate and gasket
assembly must be installed when a spacer plate is called for during maintenance or service.
INFORMATION
Subject:
Servicing 4T65-E Transaxle Spacer Plate and Gaskets
Models:
1997-1999 Buick Riviera
1997-2002 Buick Park Avenue
1998-2002 Buick LeSabre
1999-2002 Buick Regal
2000-2002 Buick Century
1997-2001 Chevrolet Lumina
1997-2002 Chevrolet Monte Carlo
1999-2002 Chevrolet Venture
1997-1999 Oldsmobile Eighty Eight
1997-2002 Oldsmobile Silhouette
1998-2002 Oldsmobile Intrigue
2001-2002 Oldsmobile Aurora (3.5L)
1997-2002 Pontiac Bonneville, Grand Prix
1999-2001 Pontiac Trans Sport
1999-2002 Pontiac Montana
with 4T65-E Transaxle (RPOs MN3, MN7, M15, M76).
Beginning February 1, 2002, all 4T65-E transaxles will use a bonded spacer plate and gasket assembly (396). The new bonded spacer plate and
gasket assembly may be used in all past model 4T65E transaxles.
Notice:
Do not attempt to remove the gaskets from a bonded spacer plate. Transmission damage could result.
To service the spacer plate for all 4T65-E transaxles produced beginning with Feb. 1, 2002, the vehicle must be serviced with the bonded spacer
plate and gasket assembly.
For those 4T65-E transaxles produced prior to Feb 1, 2002, the spacer plate gaskets (369 & 371) can be serviced. Spacer plate gaskets can be
ordered and serviced individually. However, the spacer plate cannot be ordered/serviced individually. A new bonded spacer plate and gasket
assembly must be installed when a spacer plate is called for during maintenance or service.
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
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.
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.
4. Inspect the transmission fluid level. Refer to Transmission Fluid Checking Procedure in the appropriate Service Manual.
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Parts Information
Warranty Information
Disclaimer
INFORMATION
Subject:
Cassette Player Cleaning and Maintenance
Models:
1998-2000 All Passenger Cars and Trucks with Cassette Tape Players
Radios are being replaced and charged to warranty because the customer has commented on any one or more of the following conditions:
When the radio is returned to the repair center, the cause is found to be a dirty tape head.
When a customer comes in with any of above conditions concerning their cassette player, dealers should perform the normal cassette player
maintenance. Maintenance procedures are in the Owner's Manual and/or the Service Manual. The customer must be charged for this service.
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Technical Service Bulletin # 99-01-38-006A Date: 000501
WARRANTY ADMINISTRATION
Subject:
J-43600 ACR 2000 Essential Refrigerant Recovery/Recharge Equipment
Models:
1993-2000 Passenger Cars and Light Duty Trucks with R-134a Refrigerant
This bulletin is being revised to change the effective date and to update the text. Please discard Corporate Bulletin Number 99-01-38-006 (Section
01 - HVAC).
Effective June 1, 2000, the use of J-43600 ACR 2000 will be required on all repairs that require A/C system recovery and are reimbursable by GM.
Additionally, GM highly recommends that J-43600 ACR 2000 be used on all GM cars and trucks for customer paid A/C repairs.
Important:
Also effective June 1, 2000, the "Add" time for all air conditioning recovery is revised to 0.5 hours for front systems and 0.7 hours for front/rear
dual systems (RPO C69 or C34). After June 1, 2000, all air conditioning claims submitted with the 0.9 hours "Add" time will be rejected for
"labor hours excessive".
After the completion of repairs (charging), the ACR 2000 will prompt the user to perform a snapshot of the air conditioning system operating data.
The snapshot includes:
For all GM paid repairs, the paper printout should be attached to the shop copy of the repair order. The warranty code must be submitted in the
warranty claim information in the comments field. The code enables the reporting of valuable information about the repair to GM for product
quality improvement. Claims submitted without this information may be subject to review and subsequent debit.
The required use of J-43600 ACR 2000 raises the question of the acceptable uses for any existing recovery/recycle equipment that GM dealers are
currently using. GM recognizes that many of the previously essential ACR4's are reaching the end of their useful life. There are several alternatives
for existing equipment that may be considered:
^ Use the existing equipment as customer paid recovery only equipment. Example: Collision repair area.
^ Use the existing equipment as a scavenger unit for contaminated A/C systems.
^ Sell the existing units to repair facilities outside the GM dealer network.
^ Discontinue the use of the existing units if the repair/maintenance costs exceed the value of the equipment.
^ Dedicate the ACR4 to A/C system flushing, using the J-42939 Flush Adapter.
INFORMATION
Subject:
Programming the HomeLink(R) Transmitter
Models:
2000-2002 Passenger Cars and Light Duty Trucks with Universal Garage Door Opener (RPO UG1)
If you have customers that are having difficulties programming their HomeLink(R) transmitter, you may suggest the following options:
^ The customer may contact HomeLink(R) directly at 1-800-355-3515 for assistance. Assistance is available in English, French and Spanish
languages.
The website is user-friendly and actively demonstrates how to program the transmitter. Many newer garage door openers have a "rolling code"
feature and the website does a great job of guiding the owner through the entire programming process.
The HomeLink(R) phone number, website address, and other useful information can also be found in Section 2 of the Owner's Manual under
HomeLink(R) Transmitter.
In the event of a vehicle crash, the occupant may not be properly restrained.
Dealers will inspect the vehicle's rear safety belt buckle assembly date codes and, if necessary, will replace any rear safety belt buckle assembly.
Owner notification is expected to begin during August 2000. Owners who take their vehicles to an authorized dealer on an agreed upon service date
and do not receive the free remedy within a reasonable time should contact Buick at 1-800-521-7300; Chevrolet at 1-800-222-1020; GMC at
1-800-462-8782; Oldsmobile at 1-800-442-6537; Pontiac at 1-800-762-2737; or Saturn at 1-800-553-6000. Also contact the National Highway
Traffic Safety Administration's Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236).
Technical Service Bulletin # 00-09-40-001C Date: 050131
TECHNICAL
Subject:
Excessive Lateral Movement of Some Aftermarket Child Seats (Replace Rear Seat Buckle)
Models:
2005 Buick Terraza
1997-2004 Chevrolet Venture
2005 Chevrolet Uplander
1997-2004 Oldsmobile Silhouette
1997-99 Pontiac Trans Sport
1999-2004 Pontiac Montana
2005 Pontiac Montana SV6
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2005 Saturn Relay
Supercede:
This bulletin is being revised to add models and the 2005 model year and remove the Opel model. Please discard Corporate Bulletin Number
00-09-40-001B (Section 09 - Restraints).
Condition
Some customers may comment on excessive lateral movement (side to side) when using certain aftermarket child seats. This condition occurs in
vehicles equipped with second and third row bucket seats (RPO AL4).
Correction
Install a replacement rear seat belt buckle assembly in order to correct this condition.
Important:
This replacement buckle should be used only if the customer is experiencing this condition when using after aftermarket child seat. The
customer should be made aware that the replacement buckle is only available in graphite. You may make the original seat belt buckle assembly
available to the customer for possible reinstallation at a later date. A copy of the procedure below MUST be provided to the customer if the
original seat belt buckle assembly is returned.
For general passenger use, rear seat belt buckle assembly replacements should be made with the original color-coded parts and part numbers as
identified in the Service Parts Catalog.
Removal Procedure
Tools Required
J 29843-9 Door Lock Striker and Seat Belt TORX Wrench (T-50)
Important:
Avoid damaging the bucket seat cushion cover when removing the rear seat belt buckle assembly.
1. Move the seat cushion cover away from the buckle side in order to expose the bolt.
2. Use the J 29843-9 in order to remove the bolt securing the buckle side belt from the seat.
Installation Procedure
1. Use the J 29843-9 to install the bolt securing the buckle side belt to the seat.
Tighten
Tighten the rear seat buckle belt bolt to 53 N.m (39 lb-ft).
Parts Information
Warranty Information
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Disclaimer
Technical Service Bulletin # 99-06-04-018 Date: 990501
INFORMATION
Subject:
Correct Fuel Pressure Operating Range
Models:
2000 Buick Century
2000 Chevrolet Impala, Lumina, Malibu, Monte Carlo, Venture
2000 Oldsmobile Alero, Silhouette
2000 Pontiac Grand Am, Grand Prix, Montana
with 3.1 L or 3.4 L V6 Engine (VINs J, E - RPOs LG8, LA1)
All 2000 model year 3.1 L and 3.4 L engines have a revised fuel pressure regulator and Multec II fuel injectors.
The fuel system operating pressure is 358-405 kPa (52-59 psi) on these applications.
Important:
^ This regulator is NOT interchangeable with past model applications. When replacement is necessary for the above listed applications, use
only regulator P/N 17113622.
^ Installing regulators other than the above listed part number in these applications may result in a change in engine performance and/or
driveability concerns.
Refer to the Engine Controls subsection of the Service Manual for complete diagnostic and repair information on fuel system related concerns.
Parts Information
Parts are currently available from GMSPO.Technical Service Bulletin # 04-06-00-047 Date: 040624
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Fuel - Top Tier Detergent Gasoline Information
Bulletin No.: 04-06-00-047
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.
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.
Top Tier Detergent Gasoline standards were developed by four automotive companies: BMW, General Motors, Honda and Toyota.
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.
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.
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.
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.
INFORMATION
Subject:
Top Tether Hardware Package for Child Restraint Seats
Models:
1989-2002 Passenger Cars, Light Duty Trucks and Multi-Purpose Passenger Vehicles
Supercede:
This bulletin is being revised to add the 2000-2002 model years. Please discard Corporate Bulletin Number 99-09-40-009 (Section 09 - Restraints).
Important:
GM of Canada and IPC Dealers are not authorized to utilize this service bulletin.
Beginning in August, 1997 General Motors began providing Child Restraint Seat Top Tether Hardware Packages to customers in the United States
who requested them. The Top Tether Hardware Package contains the necessary hardware for anchoring a forward facing child restraint seat top
tether.
One Child Restraint Seat Top Tether Hardware Package will be provided per vehicle to the retail customer at no charge for installation. Charges for
installation of additional Top Tether Hardware Packages per vehicle are the responsibility of the customer.
Most forward facing child restraint seats (CRS) sold in the United States prior to calendar year 1999 were not sold with top tether straps, but have
provisions for them. Top tethers, which are required in Canada, can help to better secure the seat in the vehicle. When a forward facing CRS
including a top tether is used, specially designed components must be used to secure the child seat top tether. These components are included in the
Hardware Package from GMSPO.
Top tethers are not normally required or used with rearward facing infant restraint seats. Rearward facing infant restraint seats should never be
secured in the front seat of an air bag equipped vehicle unless the vehicle is equipped with an air bag de-activation (shut-off) switch and the switch
has been used to turn the air bag off.
Should a retail customer request installation of a Tether Hardware Package at the time of sale or delivery, it is to be installed at no charge to the
owner. The labor to install a Tether Hardware Package prior to delivery of a new vehicle to the customer is considered to be part of the delivery
"get ready process", and as such, is not claimable. Claiming for the cost and applicable handling allowance of the proper Tether Hardware Package
used in the installation is allowed.
If the customer requests installation of a Tether Hardware Package some time after delivery, the package is to be provided free of charge. Hardware
Packages include installation instructions which are easily followed and can be installed by most customers. However, should the customer request
the dealership's assistance to install the Tether Hardware Package, it is to be installed at no charge to the customer and the labor may be claimed.
All claims submitted for installation labor of an approved Tether Hardware Package must be supported by a signed customer work order.
Additional Hardware Packages and installation charges are the responsibility of the customer.
In addition, passenger vehicle deliveries, including vans and sport utilities for daily rental usage, may have one tether hardware package supplied.
Additional packages are the owner's responsibility. Dealers may claim appropriate parts under these circumstances. Sufficient quantities of parts
should be ordered in advance of the arrival of vehicles to avoid delays.
Important:
When installing a Child Restraint Seat Top Tether Hardware Package, follow the installation instructions included in the package. Additional
information about specific mounting locations and installations may be available in the Seat Belt Section (Sections 9, 10-10, 10-11 or 10A) I of
the appropriate Service Manual, or the Restraints section of SI.
Any questions regarding this policy should be directed to your Area Manager, Parts or Service.
Parts Information
For Top Tether Hardware Package part numbers and usage, see Group 14.870 (passenger cars & U-van), or Group 16.710 (Light Duty Truck) of
the appropriate GMSPO Parts Catalog. In addition, they can also be found in Accessories Group 21.042.
Warranty Information
The dealership will be reimbursed for the parts and labor, if applicable, through the submission of a regular warranty claim.
All claims submitted must be supported by a signed customer work order. Purchase and installation of additional Hardware Packages is the
responsibility of the customer.
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For Top Tether Hardware Packages installed in the United States, submit as a normal warranty claim using the labor operations and time
allowances shown.
Subject:
Side Impact Air Bag Inflator Module Replacement
Models:
1997-2001 Buick LeSabre, Park Avenue
1997-99 Buick Riviera
1997-01 Cadillac DeVille, Seville
1997-2001 Chevrolet Venture
1997-99 Oldsmobile Aurora, Eighty Eight
1997-2001 Oldsmobile Silhouette
2001 Oldsmobile Aurora
1997-2001 Pontiac Bonneville
1997-1998 Pontiac Trans Sport
1999-2001 Pontiac Montana
2000-2001 Chevrolet and GMC C/K Utility Models
(Tahoe, Suburban, Yukon, Yukon XL)
2000 Cadillac Escalade
This bulletin is being issued to add the following "Caution" statement to the Side Impact Air Bag Inflator Module Replacement procedure in the
SIR sub-section of the Service Manual. Please add this information to your Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service Manual, please mark a reference to this bulletin
on the affected page.
When replacing a Side Impact Air Bag Inflator Module on the above described vehicles, always refer to the following caution.
Caution:
Following the deployment of a side impact air bag, inspect the following parts for damage. Replace these parts if necessary:
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
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.
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Subject:
Revised OnStar(R) Antenna Coupling Replacement Procedures
Models:
2000-2002 Passenger Cars and Trucks with Glass Mounted Antenna
This bulletin is being revised to add the 2002 model year and revise the service procedures. Please discard Corporate Bulletin Number
01-08-46-006 (Section 08 - Body and Accessories).
This bulletin is being issued to revise the OnStar(R) inner and outer antenna coupling replacement procedures in the Cellular Communication
sub-section of the Body and Accessories section in the appropriate Service Manual. Please use the following to replace the existing information in
the Service Manual.
This information has been updated within SI2000. If you are using a paper version of this Service Manual, please mark a reference to this bulletin
on the affected page in the Cellular Communication sub-section of the Service Manual.
Removal Procedure
Important:
Use the described adhesion promoter to assure adequate bonding of the coupling to the glass. To obtain maximum adhesion between the new
mobile antenna couplings and the glass surface, the couplings and the glass must be kept dry and above 15°C (60°F) during the installation and
for 6-8 hours immediately following the installation. Otherwise the new couplings may come off. Also, disregard the drying or curing time
information listed in the instructions included in the replacement antenna coupling kits. In the near future, those instructions will be updated
with the drying or curing times listed in this bulletin.
^ Do not attempt to reinstall the original cellular couplings 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, including the air bag deployment notification.
1. Disconnect the coaxial cable from the inner coupling of the mobile communication antenna.
Notice:
If you use a razor blade or other sharp tool in order to remove the adhesives or foreign objects from the inside of the rear window, use the blade
carefully. Damage to the grid lines may result.
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Use a small, wide-bladed plastic tool to cut the double back tape material while lifting up on the inner antenna coupling.
Installation Procedure
Important:
The glass adhesion promoter described in the next step must be used to ensure a bonding of the coupling to the glass surface. Failure to use the
described adhesion promoter may result in the coupling coming off the glass.
3. Apply Glass Adhesion Promoter, P/N 12378555 (in Canada, use P/N 88901239), to the glass in the area where you will install the antenna
coupling. Follow the Glass Adhesion Promoter instructions on the product label.
Important:
^ On rear backglass applications the RF connections for the inner antenna coupling should run parallel to the defogger gridline.
4. Remove the protective film from the adhesive backing on the inner antenna coupling.
6. Press firmly on all 4 corners and on the center of the antenna inner coupling (2) in order to ensure proper adhesion to the glass (4).
7. Ensure that no gaps occur between the couplings (5, 2) and the glass (4).
9. Keep the vehicle dry. Allow 6 to 8 hours, at 15°C (60° F), for the adhesive to cure after installation.
Removal Procedure
Important:
Use the described adhesion promoter to assure adequate bonding of the coupling to the glass.
To obtain maximum adhesion between the new mobile antenna couplings and the glass surface, the couplings and the glass must be kept dry
and above 15°C (60° F) during the installation and for the 6-8 hours immediately following the installation. Otherwise the new couplings may
come off. Also, disregard the drying or curing time information listed in the instructions included in the replacement antenna coupling kits. In
the near future, those instructions will be updated with the drying or curing times listed in this bulletin.
^ Do not attempt to reinstall the original cellular couplings 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, including the air bag deployment notification.
1. Install the inner coupling first if both the inner and the outer coupling are to be replaced.
Notice:
If you use a razor blade or other sharp tool in order to remove the adhesives or foreign objects from the inside of the rear window, use the blade
carefully. Damage to the grid lines may result.
2. Use a small, wide-bladed plastic tool to cut the double back tape material while lifting up on the outer antenna coupling.
Installation Procedure
Important:
The glass adhesion promoter described in the next step must be used to ensure a bonding of the coupling to the glass surface. Failure to use the
described adhesion promoter may result in the coupling coming off the glass.
3. Apply Glass Adhesion Promoter, P/N 12378555 (in Canada, use P/N 88901239), to the glass in the area where you will install the antenna
coupling. Follow the Glass Adhesion Promoter instructions on the product label.
Important:
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4. Remove the protective film from the adhesive backing on the outer antenna coupling.
6. Press firmly on all 4 corners and on the center of the outer antenna coupling (5) in order to ensure proper adhesion to the glass (4).
7. Ensure that no gaps occur between the couplings (5, 2) and the glass (4).
8. Keep the vehicle dry. Allow 6 to 8 hours, at 15°C (60°F), for the adhesive to cure after installation.
If this happens, the power sliding door can open while the vehicle is in motion, particularly when the vehicle ascends a hill, makes a turn, or travels
over a rough road surface. An unrestrained occupant could fall out of the van and be injured.
Dealers will inspect the actuators for certain date codes and, if necessary, replace the actuators. GM has not yet provided an owner notification
schedule for this campaign. Owners who take their vehicles to an authorized dealer on an agreed upon service date and do not receive the free
remedy within a reasonable time should contact Chevrolet at 1-800-222-1020, Pontiac at 1-800-762-2737, or Oldsmobile at 1-800-442-6537. Also
contact the National Highway Traffic Safety Administration's Auto Safety Hotline at 1-888-DASH-2-DOT (1-888-327-4236). Technical Service
Bulletin # 01059 Date: 011001
SUBJECT:
01059 - POWER SLIDING DOOR
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MODELS:
1997-2001 CHEVROLET VENTURE, PONTIAC MONTANA/TRANS SPORT, AND OLDSMOBILE SILHOUETTE "U" VAN WITH POWER
SLIDING DOORS (RPO E58 / E59)
Due to parts availability, ordering restrictions are being imposed to ensure an equitable distribution of part inventory. Refer to the Parts Information
section for details.
CONDITION
General Motors has decided that a defect which relates to motor vehicle safety exists in certain 1997-2001 Chevrolet Venture, Pontiac
Montana/Trans Sport, and Oldsmobile Silhouette model vehicles equipped with driver and/or passenger side power sliding doors. Some of the door
unlatch actuators in vehicles assembled in January-April 2001 and in vehicles that were serviced in Recall 01013 from April-August 2001 have
inadequate front sonic welds. If a front sonic weld fails, the actuator can jam in the unlatched position and, when the sliding door closes, it will not
be latched. If this happens, the power sliding door can open while the vehicle is in motion, particularly when the vehicle ascends a hill, makes a
turn, or travels over a rough road surface. An unrestrained occupant could fall out of the van and could be injured.
CORRECTION
Dealers are to inspect and if required, install a new power sliding door unlatch actuator assembly.
VEHICLES INVOLVED
Involved are certain 1997-2001 Chevrolet, Pontiac, and Oldsmobile "U" Van model vehicles equipped with RPO E58 or E59, power sliding doors,
and built within these VIN breakpoints shown.
The table shown contains VIN breakpoints for vehicles that were serviced under Recall 01013 from April-August 2001, and may have had suspect
actuators installed.
The table shown contains VIN breakpoints for vehicles specific to this Recall 01059, and were assembled in January-April 2001 and may have had
suspect actuators installed.
IMPORTANT:
Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) or GM Access Screen (Canada only) or DCS Screen
445 (IPC only) before 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
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listing to the follow-up necessary to complete this recall.
PARTS INFORMATION
Important:
An initial supply of RH actuator kits required to complete this recall will be pre-shipped the week of November 5, 2001 to dealers with claims
paid through April 30, 2001 for recall 01013. Pre-shipped parts will be charged to dealer's open parts account. Due to limited part supply, prior
to pre-ship, parts will be placed on an order writing control. Any orders prior to Nov. 5, 2001 will be canceled. After completion of the pre-ship,
a quantity limiter will be added to the part that will limit the pieces per order line. The reason this is being done is to facilitate an equitable
distribution of part inventory.
Additional parts, if required, 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.
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. When installing the Recall Identification Label, be sure to pull the tab to allow adhesion of the clear protective covering. Additional Recall
Identification Labels for US dealers can be obtained from Dealer Support Materials by calling 1-866-700-0001 (Monday-Friday, 8:00 a.m. to 5:00
p.m. EST). Ask for Item Number 5-1015 when ordering.
Additional Recall Identification Labels for IPC dealers can be obtained from your Regional Marketing Office.
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. Additional Recall Identification Labels for Canadian dealers can be obtained from DGN by calling 1-800-668-5539 (Monday - Friday,
8:00 a.m. to 5:00 p.m. EST). Ask for Item Number GMP 91 when ordering.
The availability of a loaner/rental vehicle to customers whose vehicles are involved in this recall is of the utmost importance in maintaining
customer satisfaction. If requested, please ensure that these customers have the opportunity to use a loaner/rental vehicle for one day at no charge
while their vehicle is being serviced. One day is defined as a 24-hour period and the maximum allowance for the loaner/rental vehicle is $30.00
(U.S.), $40.00 (Canada). Please make sure that required parts are available at your dealership prior to scheduling service appointments for these
customers.
CLAIM INFORMATION
Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission.
Customers will be notified of this recall on their vehicles by General Motors (see copy of customer letter shown in this bulletin.
Letters will be sent to known owners of record located within areas covered by the US National Traffic and Motor Vehicle Safety Act. For owners
outside these areas, dealers should notify customers using the suggested dealer letter shown.
DEALER RECALL RESPONSIBILITY - For US and IPC (US States, Territories, 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 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.
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.
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In summary, whenever a vehicle subject to this recall enters your vehicle inventory, or is in your dealership for service in the future, you must take
the steps necessary to be sure the recall correction has been made before selling or releasing the vehicle.
DISCLAIMER
Important Information
IMPORTANT:
The service procedure contained in this recall is different from the service procedure found in the appropriate service manual. As a result, the
labor time allowance has been revised to correspond with this new service procedure. In the near future the service manual and labor time guide
will be updated with this new information.
Inspection Process
(Right side shown, Left side similar)
6. With light pressure push outward on the latch plate and look through the hole in the inner panel. See arrow in figure 1.
7. Inspect the actuator date code located directly below the part number on the side of the actuator, to determine if actuator replacement is
needed. The date code consists of three parts:
^ Juan date: example: 118 = the 118th day of the calendar year (i.e. April 28, 2001)
If the date code is 118-01-A or greater, replacement is not required. If the date code is 117-01-A or less (including any date code with 00" for
calendar year), replace the actuator. If replacement is required, follow the Replacement Procedure.
8. If replacement is not required, torque the bolts to the lock plate following the torque sequence to 10 Nm (89 lb. in.). See step 13 and figure 6
of Replacement Procedure.
12. Reinstall the garnish molding at the top of the door trim panel.
Replacement Procedure
(Right side shown, Left side similar)
1 Remove the electrical connectors from the actuators. Refer to (1) in figure 2.
2. Remove the lock rod from the latch plate assembly. Refer to (2) in figure 2.
3. Disconnect the lock rod from the center of the door so the rod can be moved to the side. Refer to (2) in figure 2.
5. Rotate the latch plate counter clockwise slightly and rearward to remove the latch plate.
8 Replace the rivets in the same direction as they were removed. See figure 4.
11. Reinstall the latch plate and hand tighten the bolts.
12. Torque the bolts to the latch following the torque sequence to 10 Nm (89 lb. in.). See figure 5.
13. Torque the bolts to the lock plate following the torque sequence to 10 Nm (89 lb. in.). See figure 6.
14. Reinstall the lock rod to the lock plate and the lock rod retainer.
16. Important: Before the door trim is reinstalled close the latch at the rear of the door with a screwdriver. Look through the small oval hole just
above the door handle and rotate the door handle rearward. Just before the lever gets to the stop (see arrow in figure 7) the latch should open.
If the latch does not open, a slight bend to shorten the rod (see arrows in figure 8) will be necessary.
20. Reinstall the garnish molding at the top of the door trim panel.
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INFORMATION
Subject:
Non-GM Parts and Accessories (Aftermarket)
Models:
2007 and Prior Passenger Cars and Trucks (Including Saturn)
2007 and Prior HUMMER H2, H3
2005-2007 Saab 9-7X
Supercede:
This bulletin is being updated to add models and model years. Please discard Corporate Bulletin Number 04-06-04-054 (Section 06 - Engine).
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 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 GMSPO, 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
on 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 after market 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
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limited to one or more of the following modifications:
Propane injection
Additional modules (black boxes) that connect to the vehicle wiring systems
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.
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
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 Area Service Manager (District Service Manager in Canada) 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
Technical Service Bulletin # 02-08-98-001C Date: 061009
INFORMATION
Subject:
Metal Panel Bonding
Models:
2007 and Prior GM Passenger Cars and Trucks (Including Saturn)
2003-2007 HUMMER H2
2006-2007 HUMMER H3
2005-2007 Saab 9-7X
2007 and Prior Isuzu Medium Duty Commercial Trucks
Attention:
This bulletin applies to all models that have published panel bonding procedures in SI.
Supercede:
This bulletin is being revised to update the applicable models and add information. Please discard Corporate Bulletin Number 02-08-98-001B
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(Section 08 - Body and Accessories).
This bulletin is intended to provide general information for adhesive bonding of Non-Structural exterior panels as an alternative to MIG welding.
Panel bonding may be seen as an alternative to MIG welding to provide full panel replacement in regards to collision repair procedures. The
benefits of panel bonding include the following:
Corrosion protection
The General Motors specification for metal bonding adhesives is GM 6449G and provides test and standards information to adhesive manufacturers
and suppliers. The scope of this specification is intended to provide the performance guidelines of structural adhesive systems used to repair
(metallic) automotive bodies in the aftermarket. These types of adhesives are intended for use when bonding Non-Structural replacement body
panels as an option to welding as the attachment means. Supplier guidelines outline the use of room temperature cure acrylic adhesives that contain
glass bead technology.
Bonding procedures in general are applicable only to a factory seams type approach. Sectioning or partial paneling of full panels is not supported
by General Motors unless specifically documented in a Service Bulletin or Manual.
Applicable components for this technology are NON-STRUCTURAL EXTERIOR PANELS ONLY, including door skins, tail panels, roof outer
panels and quarter panels. While this bonding process has gained popularity, General Motors only supports this process for vehicles which it has
published written repair procedures that are found in a Service Manual or Bulletin.
Adhesives currently meeting the performance requirements include General Motors materials, Lord Adhesives, Ashland Plio Grip, and products
manufactured by 3M Corporation. At this time, ONLY the adhesive products shown meet this guideline.
(www.acdelcotechconnect.com) - This website includes service repair information for the total vehicle and is a subscription based site.
(www.techinfo.gmgoodwrench.com) - This website includes select collision repair information only and is downloadable and free to the user.
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INFORMATION
Subject:
Normal Characteristics of Malfunction Indicator Lamp (MIL) During On-Board Diagnostic (OBD) Inspection/Maintenance (I/M) Testing
Models:
2007 and Prior Passenger Cars and Trucks (Including Saturn)
2007 and Prior HUMMER H2, H3
2007 and Prior Saab 9-7X
The purpose of this bulletin is to inform dealers and OBD inspection/maintenance testing facilities of normal characteristics of the malfunction
indicator lamp (MIL) and the engine or powertrain control module (ECM or PCM).
Some customers may comment on having been rejected or having failed an OBD emission inspection. In some cases, these vehicles do not need
repair and may have been rejected or may have failed the OBD emission inspection due to a lack of understanding with regard to the normal
characteristics of the MIL and ECM/PCM.
Following an engine run period, the MIL may not illuminate on an ignition OFF to ignition ON transition unless a 30 second delay is observed
between key OFF and key ON. The delay is necessary on some control modules to allow the control module, either ECM or PCM, to power down.
Most vehicles may require less time to achieve power down, but a 30 second delay will satisfy all known applications. This is normal operation for
all GM control modules.
Some OBD I/M emissions test centers may not wait 30 seconds after a vehicle is turned off before proceeding with the MIL bulb check, which
could result in a vehicle rejection or test failure.
To confirm proper MIL operation, wait 30 seconds after the ignition is turned OFF before proceeding with any key ON bulb check.
INFORMATION
Subject:
I/M Readiness as Part of Emission Inspection and Maintenance Program for OBD II Vehicles
Models:
1996-2007 GM Passenger Cars and Light Duty Trucks (Including Saturn)
2003-2007 HUMMER H2
2006-2007 HUMMER H3
2005-2007 Saab 9-7X
Attention:
"GM of Canada" and "IPC" Dealers are not authorized to utilize this Service Bulletin.
Supercede:
This bulletin is being revised to add models, model years and additional information on emission testing. Please discard Corporate Bulletin Number
00-06-04-033A (Section 06 - Engine-Engine Controls).
Several states require that vehicles pass OBD system I/M emissions inspection. These inspections may apply to any 1996 and newer model year
OBD II equipped passenger cars and light duty trucks.
As part of an OBD I/M emission inspection, the vehicles I/M readiness status is checked to ensure that the vehicle's OBD system has properly
evaluated the emissions systems of the vehicle for proper operation. To ensure vehicles are capable of passing this portion of the inspection,
technicians can review the I/M readiness test status using the I/M System Status display on the Tech(R)2. This display provides test data that will
verify whether the vehicle's OBD systems have run. States performing inspections on an advisory basis will not reject vehicles for not being
I/M-ready.
Each OBD II system requires at least one diagnostic test. A system monitor is complete when all of the DTCs that report to the system monitor have
run and passed or failed. The results of a failed test are reported by a diagnostic trouble code (DTC).
Once all of the tests are complete, the I/M System Status display indicates YES in the "Completed" column. For example, when the HO2S Heater
Test indicates YES, all oxygen sensor heaters have been diagnosed.
When any required test for a specified system has not run, the "Completed" column under I/M System Status displays NO. The following is a list of
conditions that would set the I/M System Status indicator to NO:
The vehicle is new from the factory and has not yet been driven through the necessary drive conditions to complete the tests.
The control module DTCs have been cleared as part of a service procedure.
The OBD II System monitors all emission control systems that are on-board. Not all vehicles have a full complement of emission control systems.
For example, a vehicle may not be equipped with AIR or EGR.
The following is a complete list of the vehicle's systems that may require monitoring by the OBD system:
Misfire monitoring
If a specific vehicle is not required to monitor one or more of the above listed systems, the Tech(R)2 display will read "not supported." Any
non-supported system will not be considered when determining the readiness of the overall system.
For the specific DTCs related to each system, refer to SI (Service Information) for further diagnostic information on conditions for running the
DTC or refer to the publication information mentioned in this bulletin to order the Inspection Maintenance Emissions Diagnostics Manual and
follow the I/M Readiness Testing System DTC Tables. Systems such as fuel delivery, misfire, and comprehensive components may not be listed in
a system status list. These tests run continuously on some vehicles and may not require an indicator.
Diagnostic Aids
The I/M System Status display indicates when the control module has completed the required tests. This does not necessarily mean that the test has
passed, only that a decision was made. If the diagnostic fails, a DTC will indicate the failure. If a failure indication is present, it may prevent other
required tests from running. For example, a DTC for the control circuit of the relay controlling an AIR pump may not be listed in the Inspection
Maintenance System DTC Table because it is a continuous test. If this DTC is set, the Active Tests for the AIR system may not run and AIR system
readiness could display "NO."
The I/M System Status information may be useful for a technician to determine if diagnostics have run when verifying repairs.
Publications
General Motors Service and Parts Operations has published a supplement titled "Inspection Maintenance Emissions Diagnostics Manual" (Item #
SD-MA-IM240).
This publication includes the content of the General Motors Green Books (GMPT/97-IM240 and GMPT/95-IM240). Content covers enhanced I/M
program, including the procedures for setting OBD II monitors. To order this manual, contact ACDelco(R) at 1-800-825-5886.
Training
General Motors Service Technical College (STC) offers two courses for technicians to address service issues related to this type of testing.
For more information about service technical training, visit the GM Training website.
Having competent, trained technicians will give your Service Department a competitive edge by offering your customers a dependable repair
facility which can fix vehicles right the first time.
TECHNICAL
Subject:
Hard/No Start, Fuel Gauge Inoperative/Fluctuates, SES/Check Engine Light On, ABS Warning Light On, TCS Warning Light On, TCS Activation,
Service Traction System Message Displayed, All-Wheel Drive Disable Message Displayed, DTCs Set (Repair Connector)
Models:
2002-2006 Buick Rendezvous
2005-2007 Buick Terraza
2000-2005 Chevrolet Venture
2005-2007 Chevrolet Uplander
2000-2004 Oldsmobile Silhouette
2000-2005 Pontiac Montana
2001-2005 Pontiac Aztek
2005-2007 Pontiac Montana SV6
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2005-2007 Saturn Relay
Supercede:
This bulletin is being revised to add 2007 model year. Also, additional information was added to the Important statement. Please discard Corporate
Bulletin Number 01-08-45-005D (Section 8 - Body and Accessories).
Condition
TCS activation
These conditions may be intermittent. Upon investigation, the technician may find various DTCs set.
Cause
This condition may be due to water leaking into the interior of the vehicle, and/or spread terminals, at connector C305 that is located on the floor to
the rear of the driver's seat. This connector is not sealed from the inside of the vehicle and water may enter the connector causing the terminals to
become corroded. Also, the female terminals of the connector may have become spread apart causing an intermittent poor connection.
Correction
Inspect the terminals at connector C305 for corrosion or spreading before replacing the fuel module or resistor card kit. Terminals can be accessed
from underneath the vehicle.
Do not attempt to repair any spread female terminals as this will result in a return repair. The female terminal must be replaced.
If the terminals show signs of corrosion, determine the source of the water leak first and repair the water leak before repairing the terminals in
connector C305. Refer to Corporate Service Bulletin Number 01-01-38-009A to determine a potential source for water in the vehicle interior.
Repair any corroded and/or spread female terminals in connector C305. Refer to Repairing Connector Terminals in the Wiring Systems sub-section
of the appropriate service information.
Warranty Information
Disclaimer
Technical Service Bulletin # 01-08-51-004E Date: 061222
Models:
2000-2003 Buick LeSabre
2002-2006 Buick Rendezvous
2000-2005 Cadillac DeVille
2003-2006 Cadillac CTS
2004-2006 Cadillac SRX
2005-2006 Cadillac STS
2006 Cadillac DTS
1997-2005 Chevrolet Trans Sport (Export Only), Venture
1997-2003 Oldsmobile Silhouette
2001-2003 Oldsmobile Aurora
1997-1998 Pontiac Trans Sport
1997-2005 Pontiac Montana
2000-2003 Pontiac Bonneville
This bulletin is being revised to update the affected model years. Please discard Corporate Bulletin Number O1-08-51-004D (Section 08 - Body and
Accessories).
Condition
Some vehicles may have the appearance of blistering or bubbling paint on the top of the hood or under the hood edges and hem flanges.
Correction
Important:
Always follow your paint manufacturer's instructions for specific product usage.
4. Inspect the hood for paint blistering (top of the hood and under the hood edges and hem flanges).
Important:
Because the hood is made of aluminum only, use clean discs so that the aluminum surface of the hood will not become contaminated with
foreign particles.
5. Clean blister areas by spot media blast or a 3M(R) Roloc clean and strip disc, P/N 07466, or equivalent.
7. Prime the affected area, seal the complete panel perimeter hem flange using 3M # 08370.
8. Refer to your GM 4901M Approved Refinish Materials booklet under the heading of Rigid Substrates (Steel and Aluminum) for product
selection.
The information for the latest GM Approved Refinish Materials booklet is ONLY online at the GM Goodwrench website. Printed books have
been discontinued. Follow these steps to access the site:
^ Go to www.gmgoodwrench.com.
Warranty Information
Disclaimer
Technical Service Bulletin # 00-06-02-006D Date: 060815
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).
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.
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.
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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
coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant.
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.
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).
Contamination
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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 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)
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.
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.
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.
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.
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).
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.
Fill the reservoir to the proper level with the required fluid.
Brake fluid will deteriorate the rubber on J 43485. Use a clean shop cloth to wipe away the fluid after each use.
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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.
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).
Disclaimer
Technical Service Bulletin # 06-08-46-007 Date: 061213
INFORMATION
Subject:
Information on OnStar(R) Analog-Only Systems
Models:
1996-2001 GM Passenger Cars and Trucks
Plus:
2002 Buick LeSabre, Rendezvous
2002-2003 Buick Century, Regal
2002-2005 Buick Park Avenue
2002 Cadillac Eldorado, Escalade Models
2002 Chevrolet Avalanche, Silverado, Suburban, Tahoe, Venture
2002 GMC Denali, Denali XL, Jimmy, Sierra, Yukon, Yukon XL
2002 Oldsmobile Intrigue, Silhouette
2002-2003 Oldsmobile Aurora
2002 Pontiac Aztek, Bonneville, Montana
2002-2003 Pontiac Grand Prix
All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles with
analog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility.
Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available
only through Dual-Mode (Analog/Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment.
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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:
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.
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INFORMATION
Subject:
Information on Obtaining Replacement Navigation Discs When Radios are Exchanged - Order Replacement Navigation Disc Through Navigation
Disc Center
Models:
2007 and Prior GM Passenger Cars and Trucks (Including Saturn)
2007 and Prior HUMMER H2, H3
2007 and Prior Saab 9-7X
Attention:
The purpose of this bulletin is to inform dealership personnel of a new procedure for obtaining a replacement navigation disc for radios that are
sent to an ESC for exchange. This bulletin applies to U.S. and Canadian dealers only and is not intended for use by export dealers.
When a navigation radio warranty exchange is performed, the customer must have a navigation disc to operate the new radio. If the customer's
navigation disc was damaged or is stuck in the failed radio, the customer would have to wait for an excessive period of time for the disc to be
returned or replaced. The Electronic Service Centers (ESC) are not authorized to remove stuck navigation discs from cores, as the cores must be
returned to the supplier for analysis prior to any disassembly. The time it would take for the supplier to return the navigation disc would
significantly delay the completion of the repair at the dealership.
If the customer's navigation disc is damaged or cannot be removed from the radio, the dealership is to obtain an exchange radio through an ESC and
a new navigation disc through the GM Navigation Disc Center. Both items can be shipped overnight to the dealership upon request.
The GM Navigation Disc Center is also the center of expertise for navigation system questions.
Warranty Information
Include the part number and cost of the new navigation disc on the warranty claim for the navigation radio exchange.
Disclaimer
Technical Service Bulletin # 02-08-42-004A Date: 070330
INFORMATION
Subject:
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PRNDL Display Reduced Visibility For Approximately One Minute
Models:
2007 and Prior Passenger Cars and Trucks (Including Saturn)
2007 and Prior HUMMER H2, H3
2005-2007 Saab 9-7X
with Automatic Headlamp Control and Vacuum Fluorescent PRNDL Indicator Instrument Panel Cluster
Supercede:
This bulletin is being revised to include additional models and model years. Please discard Corporate Bulletin Number 02-08-42-0004 (Section 08 -
Body and Accessories).
After backing the vehicle out of a garage or dark environment into a daylight environment, the PRNDL display has reduced visibility for
approximately one minute.
While the vehicle is parked in a dark environment, the sensor for the automatic headlamp/driving lamps senses that it is dark. When the key is
turned to the run/start position, the automatic headlamp module will turn all driving lamps, the instrument panel cluster and PRNDL display ON in
the night-time mode. The night-time mode intensity of the instrument panel lamps and PRNDL display is controlled by the automatic headlamp
module and can be dimmed further by the customer using the dimming control of the headlamp switch.
When the customer then moves the vehicle from the dark environment into the bright sunlight, it will take approximately one minute before the
headlamp control module recognizes this as true daylight and not just a bright overhead street lamp shining on the sensor. The headlamp control
module will then turn the headlamps off and restore the instrument panel and PRNDL display to full brilliance.
Without the time delay, the automatic headlamp control module would switch to the night mode (turn on all driving lamps, instrument panel lamps
and PRNDL display would dim) each time the vehicle was driven under an overpass or other darkened environment.
Ensure the instrument panel backlighting control is in the full bright position. This will help alleviate the condition. You may demonstrate to the
customer what happens by placing a repair order over the automatic headlamp control light sensor, which will cause the automatic headlamp
control module to switch to the night mode in approximately one minute. All driving lamps will come ON, the instrument panel backlight will be
dim, and the PRNDL display will also dim to the night setting in conjunction with the position of the headlamp switch dimming control.
Demonstrate to the customer the variance in the instrument panel backlighting and PRNDL display while adjusting the headlamp switch dimming
control to both ends of its allowable range. Advise the customer to keep the headlight switch dimming control in the highest position to allow
viewing of the PRNDL display in a bright environment.
INFORMATION
Subject:
Information on Repair of Polypropylene Energy Absorbers
Models:
2007 and Prior GM Passenger Cars and Trucks (including Saturn)
2007 and Prior HUMMER H2, H3
2005-2007 Saab 9-7X
Supercede:
This bulletin is being revised to change the repair information. Please discard Corporate Bulletin Number 63-20-02 (Section 8 - Body and
Accessories).
Because the energy absorbers are relatively low in cost to replace, it is now more cost efficient to replace the energy absorbers whenever they are
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damaged.
INFORMATION
Subject:
Service Information Update on Consolidating Use of GM Liquid Gasket/Engine Sealants and New Sealant Dispenser GE-48326 Essential Tool
Models:
2008 and Prior GM Passenger Cars and Trucks (including Saturn)
2003-2008 HUMMER H2
2006-2008 HUMMER H3
2005-2008 Saab 9-7X
Supercede:
This bulletin is being updated to add additional information about the use by date code printed on the crimp of the sealant tube. Please discard
Corporate Bulletin Number 05-06-01-010A (Section 06 - Engine/Propulsion System).
In 2005 General Motors consolidated the use of all liquid gaskets/engine sealants. At that time, two sealants replaced all previous sealants referred
to in Service Information (SI) and/or the Service Manual.
In 2007, GM has consolidated to one engine sealant already available in a 150 g cartridge and now in a 75 g aluminum tube. As a result, P/N
12346141, 54 g tube, has been deleted from service.
One of these, engine sealant P/N 12378521 (U.S.) and P/N 88901148 (Canada), was released in a cartridge to be used in a conventional caulking
gun. The cartridge and conventional caulking gun proved to be too large and cumbersome in certain instances when used in on-vehicle service.
To address this concern, GM Powertrain Engineering released the engine sealant in a 0.075 kg (75 gram) squeeze tube (packaged six to the carton,
with nozzles) along with a new essential service tool, Sealant Dispenser GE-48326, which has been shipped to all GM dealerships.
Sealant Guidelines
The GM Powertrain engineering specification for applying this sealant is an even bead, 3 mm (0.118 in) in diameter. Due to the high viscosity of
the sealant, a dispenser is required to meet this specification. The GE-48326 Sealant Dispenser provides the ability to apply the sealant to
specification using one hand, even in areas not accessible using the P/N 12378521 Engine Sealant cartridge and caulking gun.
This solitary engine sealant available in tubes and small cartridge is compatible with all synthetic, synthetic blends and mineral oils, as well as all
engine coolants including DEX-COOL(R). The maximum working time of this sealant is 20 minutes. The sealant will be fully cured in 24 hours.
The assembly may be filled with oil or coolant immediately after applying the sealant and tightening the bolts.
The 0.075 kg (75 gram) Squeeze Tube is not available for 2008 and prior Saturn models (only in 150 g cartridges).
The "use by" date on the 0.15 kg (150 gram) cartridge currently is not available.
The use by date of the 0.075 kg (75 gram) tube is twelve months from the manufacture date printed on the crimp month (1), date (2), year (3).
GMSPO recommends that dealers use the first-in first out (FIFO) system of stock rotation on chemicals. Use the oldest stock first by rotating the
oldest to the front of a stock location.
New Engine Sealant 0.075 kg (75 gram) Squeeze Tube (also available in Vehicle Care label for US dealers)
Engine Sealant 0.075 kg (75 gram) Squeeze Tube is not available for 2008 and prior Saturn models (only in 150 g cartridges).
The following service procedures will assist technicians in the proper use of the new sealant dispenser GE-48326 in applying an even bead of
sealant 3 mm (0.118 in) in diameter using one hand, even in areas not accessible using engine sealant cartridge and caulking gun.
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To use the sealant dispenser correctly, install the two white tabs on the rear handle (1) over the front handle. The white paint marks are for
demonstration purposes only. Now your dispenser is ready to install engine sealant 0.075 kg (75 gram) squeeze tube.
Before installing engine sealant 0.075 kg (75 gram) squeeze tube into the dispenser, install a small piece of medium grit sandpaper, or equivalent,
by folding it over the bottom of the squeeze tube (1). This will help hold the squeeze tube firmly in place while using the sealant dispenser.
Install engine sealant 0.075 kg (75 gram) squeeze tube with a small piece of medium grit sandpaper into the dispenser (see above graphic
illustration). Remember to open the squeeze tube with a sharp knife or equivalent and cut the sealant nozzle to the correct diameter to apply a 3 mm
(0.118 in) even bead of sealant.
The sealant dispenser with the engine sealant is now ready to be used (see above graphic illustration).
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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:
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
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.
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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.
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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
Force Screw
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.
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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.
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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.
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.
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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.
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.
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Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve.
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.
Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 07-08-45-002 Date: 070905
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Electrical - Aftermarket Fuse Warning
Bulletin No.: 07-08-45-002
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.
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
Technical Service Bulletin # 05-06-04-035C Date: 070730
INFORMATION
Subject:
Usage of E85 Fuels in GM Vehicles
Models:
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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).
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.
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:
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.
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.
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.
INFORMATION
Subject:
OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R)
System
Models:
2000-2008 GM Passenger Cars and Trucks
2003-2008 HUMMER H2
2006-2008 HUMMER H3
2003-2008 Saturn Vehicles
2005-2008 Saab 9-7X
Supercede:
This bulletin is being revised to add the 2008 model year. Please discard Corporate Bulletin Number 05-08-46-004A (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
With the Tech 2(R) build the vehicle to specifications within the Diagnostics area of the Tech 2(R).
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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.
Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen.
Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number.
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).
Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen.
Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone.
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.
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.
Disclaimer
Technical Service Bulletin # 02-08-46-006C Date: 080108
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.
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.
INFORMATION
Subject:
Re-establishing Communications with OnStar(R) Center After Battery Disconnect
Models:
2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab)
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:
Sit in the vehicle with the engine running and the radio turned on for five minutes.
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.
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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)
(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
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.
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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
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
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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.
Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover.
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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).
Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 05-06-02-002B Date: 080118
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
Technical Service Bulletin # 04-07-30-037D Date: 071121
INFORMATION
Subject:
Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF)
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Models
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 model/model year information. Please discard Corporate Bulletin Number 04-07-30-037C (Section 07 -
Transmission/Transaxle).
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. Power
Steering Systems should now use P/N 9985010 labeled Power Steering Fluid.
Consult the 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. 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.
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.
All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid.
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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. It is highly recommended that the clean oil reservoir of the machine be purged of DEXRON(R)-III and filled with
DEXRON(R)-VI.
Parts Information
Disclaimer
Technical Service Bulletin # 00-06-01-012C Date: 080414
Subject:
Use of "Surface Conditioning Disks" When Cleaning Engine Gasket Sealing Surfaces and/or Reused Engine Parts
Models:
2009 and Prior GM Passenger Cars and Trucks (including Saturn)
2009 and Prior HUMMER H2 Models, H3
2009 and Prior Saab 9-7X
Supercede:
This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 00-06-01-012B (Section 06 -
Engine/Propulsion System).
Notice:
Do not use abrasive pad/bristle devices to clean the gasket surfaces of engine components. Abrasive pads should not be used for the following
reasons:
^ Abrasive pads will produce fine grit that the oil filter will not be able to remove from the oil. THIS GRIT IS ABRASIVE AND HAS BEEN
KNOWN TO CAUSE INTERNAL ENGINE DAMAGE. Abrasive pads can easily remove enough material to round cylinder head surfaces.
This has been known to affect the gaskets ability to seal especially in the narrow seal areas between the combustion chambers and coolant
jackets.
^ Abrasive pads can also remove enough metal to affect cylinder head block oil pan rail and intake manifold runner flatness which can cause
coolant and oil leaks. It takes about 15 seconds to remove 0.203 mm (0.008 in) of metal with an abrasive pad.
When cleaning engine gasket sealing surfaces and/or cleaning parts from an engine that are to be reused surface conditioning disks (typically
constructed of woven fiber or molded bristles) that contain abrasives such as a high amount of Aluminum Oxide should NOT be used.
The use of such surface conditioning disks dislodges Aluminum Oxide (from the disk) and metal particles which can lead to premature engine
bearing failure.
The presence of Aluminum Oxide in engine oil has been shown to cause premature engine bearing failure. In some cases this failure occurs in as
little as 2,200 km (1,000 mi) or less after the repair has been made.
Surface conditioning disks may grind the component material and imbed it into the disk. This can result when more aggressive grinding of the
gasket surface takes place.
General Motors recommends the use of a razor blade or plastic gasket scraper to clean the gasket surface on engine components that are to be
reused. When cleaning gasket surfaces please note the following:
^ When using a razor blade type gasket scraper use a new razor blade for each cylinder head and corresponding block surface. Hold the blade as
parallel to the gasket surface as possible. This will ensure that the razor blade does not gouge or scratch the gasket surfaces.
^ Do not gouge or scratch any engine-sealing surface during the cleaning process.
Important:
The appearance of the gasket surface is not critical - the feel is. There will be indentations from the gasket left in the cylinder head after all the
gasket material is removed. The new gasket will fill these small indentations when it is installed.
Subject:
Revised Cylinder Head Bolt Torque Specification and Tightening Sequence
Models:
1994-1998 Buick Skylark
1994-2002 Buick Century, Regal
2002 Buick Rendezvous
1994-1996 Chevrolet Beretta, Corsica, Lumina APV
1994-2000 Chevrolet Camaro, Lumina
1994-2002 Chevrolet Monte Carlo
1997-2002 Chevrolet Malibu, Venture
2000-2002 Chevrolet Impala
1993-1996 Oldsmobile Ciera
1993-1997 Oldsmobile Cutlass Supreme
1994-2002 Oldsmobile Silhouette
1996-1999 Oldsmobile Cutlass
1998 Oldsmobile Achieva
1999-2002 Oldsmobile Alero
1994-2000 Pontiac Firebird, TransSport
1994-2002 Pontiac Grand Am, Grand Prix
1999-2002 Pontiac Montana
2001-2002 Pontiac Aztek
Supercede:
This bulletin is being revised to include a Notice advising that the cylinder head bolts are NOT to be re-used. Please discard Corporate Bulletin
Number 02-06-01-003A (Section 06 - Engine).
Notice:
This component uses torque-to-yield bolts. When servicing this component do not re-use the bolts. New torque-to-yield bolts must be installed.
Re-using used torque-to-yield bolts will not provide proper bolt torque and clamp load. Failure to install NEW torque-to-yield bolts may lead to
engine damage.
The cylinder head bolt torque and tightening sequence have been revised. This revision has been made in the SI. If you are using a paper version of
this Service Manual please make a reference to this bulletin on the affected page.
Tighten the NEW cylinder head bolts to 60 N.m (44 lb ft) in the order shown. Use the J 36660-A torque angle meter in order to rotate the cylinder
head bolts an additional 95 degrees.
Disclaimer
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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).
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.
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.
Subject:
Battery Charging Tips (Includes Information References for HP2 Hybrid Truck [PHT] 42-volt System)
Models:
1990-2009 GM Passenger Cars and Light Duty Trucks (Including Saturn)
2003-2009 HUMMER H2
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2006-2009 HUMMER H3
1990-2009 Isuzu Light Duty Trucks
2005-2009 Saab 9-7X
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-06-03-009B (Section 06 - Engine/Propulsion
System).
When you test a battery with a Midtronics Conductance Tester J 42000 or J 42000-EU (or equivalent for Saturn Retailers) there are five typical
outcomes:
^ Good battery
^ Good - recharge
^ Replace battery
You'll notice that battery charging is called for in two of these outcomes. This bulletin will address charging and chargers in more detail.
Briefly, charging involves applying sufficient voltage to the battery to cause current to flow through the battery. Charging causes a chemical change
in both the batteries plates and the electrolyte. If the battery is simply discharged, but otherwise good, and you apply a suitable current for enough
time, the battery will eventually become as fully charged as is chemically possible. However, continued application of current can lead to
overheating, loss of electrolyte and shortened battery life.
The charging process requires two things: time and current. If you multiply the charging rate in amperes by the number of hours, the result will be
the ampere-hours of charge you've applied to the battery. To bring a battery to full charge will require roughly the same number of ampere-hours at
a low charge rate as it does at a high rate. Put another way, a higher rate will take less time.
Because customers desire to have their vehicles returned quickly, it's often desirable to get the charging job done quickly by using a high charge
rate. Before doing this, though, you need to know a little more about the process.
State of Charge
It is not possible to measure a battery's state of charge in ampere-hours, so another method must be used. Open circuit voltage (OCV), measured
across the battery's terminals, relates to the battery's state of charge. The voltmeter must be capable of reading to the nearest 0.01 volt.
If the battery has NOT been charged or used (the engine started or the vehicle driven) in the last 12 hours, a reading may be taken.
If the battery has been discharged and recharged or used within the last 12 hours, connect a carbon pile and load the battery at 300 amperes for 15
seconds. Remove the load. Wait 15 seconds and then take the reading.
Important:
The OCV reading is accurate +/- 10%.
A battery with a state of charge of 65% or greater ("green eye" showing) is marginally charged enough to be returned to service. However, if the
vehicle is or will be used in slow traffic or short drive times, or in very cold or very hot conditions, the battery should be at least 90% of full charge
before returning to service (the customer).
A customer with a "bad" / "discharged" battery typically expects something to be done about it immediately. The customer may not understand that
the battery may be "good" but simply discharged. Customers may want to get back on the road quickly and demand a new battery under warranty.
There are two things wrong with this approach. One, if the battery is otherwise serviceable, it may only need a recharge to return it to health.
Second, unless the cause of the battery becoming discharged is resolved, neither a new battery nor recharging the original will permanently solve
the problem.
Your job, then is to recharge the battery quickly and safely determine and repair, if necessary, the cause of the battery becoming discharged.
Recent advancements in battery charging technology now combine diagnostics and charging control systems that monitor and automatically
regulate the charging process.
These controls maximize the chargers output based on the battery status, while protecting the battery from overcharge. This shortens the overall
time by making the most effective use of the chargers output capability. This means you can confidently use chargers with the highest output
ratings, so long as the charger makes the necessary adjustments as the battery approaches full charge.
Automatic battery chargers such as the Midtronics GR1, Associated Intell/Matic Pro or the Cristie PDQ can return a good, but discharged, battery
(as indicated by your J 42000 tester) to at least 85% state of charge in 20 to 40 minutes. For more information on these chargers, call GM Dealer
Equipment.
Non-automatic battery chargers do not offer the self-limiting features of the latest equipment. It is the operators responsibility to control the
charging process. With careful monitoring you can use a manual charger to successfully charge maintenance-free batteries.
Monitor both charging current and voltage every 30 minutes. Because voltage is not held constant, it will rise as the battery becomes charged.
When voltage reaches 16 volts, you must reduce the charging current to 5 amperes. When the voltage reaches 16 volts again, at the 5 amp current,
the battery is fully charged.
A completely discharged battery will take more than twice as long as a half-charged battery to bring the battery to a usable state of charge. The
electrolyte in a discharged battery is largely water, which is a poor conductor. The battery may accept such a small amount of current at first that it
appears not to take charge.
Chemical reactions in a battery are slower at low temperatures. This means a very cold battery will take longer to charge than one at room
temperature.
And, of course, a larger battery will take longer to charge than a small one.
The Absorbent Glass Mat (AGM) battery uses absorbent glass mats to hold a small amount of electrolyte in contact with the plates. The battery uses
a gas recombinant technology, which means the gases produced at the plates are recombined to form water before they escape. This battery design
offers high power for lower weight and is more resistant to high temperatures, vibration and cycling.
The AGM battery may be charged using the automatic battery charger. Laboratory tests have shown that AGM batteries respond very well to such
chargers. In fact, even the chargers with the highest output ratings may be confidently used, as long as the charger automatically adjusts the
charging current as the battery nears full charge. When the charger operation indicates that the battery is fully charged (refer to the charger
manufacturers instructions), remove the battery from charge.
However, when using a conventional charger, limit the rate to 10 amperes or less. Do not allow the battery to charge at 3 amperes or more for
longer than 10 hours, or 10 amperes for longer than 5 hours. When these limits are reached, allow the battery to stand overnight, then resume
charging, if further charging is required.
Check the voltage every 30 minutes and remove the battery from charge when the voltage reaches 15 volts at 3-10 amperes. The state of charge is
now at 90 to 95%.
2004-2007 PHT Trucks Only: The AGM application for the PHT pickup (RPO HP2) involves three such batteries in a 42 volt system, at a 50%
charge. Refer to Battery Inspection/Test (HP2), Battery Pack Service Charge-HP2 and Battery Charging (HP2) procedures in SI for specific
information on hybrid battery systems.
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Disclaimer
Technical Service Bulletin # 05-06-03-002C Date: 080417
Subject:
Battery and Charging System Electrical Diagnostics
Models:
1997-2009 GM Passenger Cars and Trucks
2003-2009 HUMMER H2
2006-2009 HUMMER H3
Attention:
This bulletin does not apply to Saturn and Saab models.
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-06-03-002B (Section 06 - Engine/Propulsion
System).
The previous electrical diagnostic worksheet provided in GM Corporate Bulletin Numbers 02-06-03-006B, 02-06-03-011 and 02-06-03-012 is no
longer required when diagnosing battery and charging system concerns.
Battery and charging system diagnostic information provided by these bulletins has been incorporated into SI and the printed Service Manuals for
2007 model year and later vehicles.
Specific electrical diagnostics are available for each vehicle line in SI. Please refer to Engine Electrical Diagnostics within Engine Electrical.
With the deletion of the previously required electrical diagnostic worksheet, the ADD time allowances for the following labor operations have been
revised. The warranty chart below updates the ADD conditions for the following labor operation numbers. These times are effective immediately.
Warranty Information
Disclaimer
Technical Service Bulletin # 08-09-41-003 Date: 080225
Subject:
General Motors Position Statement on Installation of Used Salvaged or Imitation Air Bag System Components
Models:
2008 and Prior GM Cars and Light Duty Trucks (Including Saturn and Saab)
2008 and Prior HUMMER H2, H3
Due to the critical nature of the design of Supplemental Inflatable Restraint Systems (SIR) (also known as air bag systems) GM does not support
the use of any used salvage or imitation parts for repair. Only new genuine GM warranted parts should be used in repair.
Proper operation of the air bag system requires that any repairs to the vehicle be made with new GM warranted parts. Never use air bag parts from
another vehicle or source. The reasons for this policy and practice within GM include the following:
Occupant Protection
Air bag system components are carefully developed and specifically tuned for the specific vehicle environment. Corresponding air bag system
components from other models or other model years may appear similar from the outside and may even fit the vehicle but different internal
elements or calibrations may result in degraded restraint performance.
Regulatory Compliance
All new GM vehicles are designed and built to meet or exceed all applicable Canadian and U.S. Federal Motor Vehicle Safety Standards. Use of air
bag system components other than those specified could result in degraded restraint performance and under some circumstances could render the
system inoperative. A repair establishment that knowingly makes a regulated safety system inoperative violates the Safety Act and becomes liable
accordingly. The repair establishment also risks liability for losses or damage resulting from the repair.
Reliability
Reuse of used or salvaged components brings into question the conditions under which the components were obtained and stored prior to use.
Components could have been damaged or stored under unfavorable conditions that could compromise performance and reliability.
Warranty
The use of new parts is consistent with the vehicle factory warranty and extended warranty programs.
In summary new GM parts remain General Motors recommendation for repairs involving air bags systems and components. Air bag systems can
best be returned to appropriate levels of performance when new GM parts are used.
Disclaimer
Technical Service Bulletin # 03-06-01-010C Date: 080408
Subject:
Engine Oil or Coolant Leak (Install New Lower Intake Manifold Gasket)
Models:
2000-2003 Buick Century
2002-2003 Buick Rendezvous
1996 Chevrolet Lumina APV
1997-2003 Chevrolet Venture
1999-2001 Chevrolet Lumina
1999-2003 Chevrolet Malibu, Monte Carlo
2000-2003 Chevrolet Impala
1996-2003 Oldsmobile Silhouette
1999 Oldsmobile Cutlass
1999-2003 Oldsmobile Alero
1996-1999 Pontiac Trans Sport
1999-2003 Pontiac Grand Am, Montana
2000-2003 Pontiac Grand Prix
2001-2003 Pontiac Aztek
Supercede:
This bulletin is being revised to update the Parts Information and add an Important statement. Please discard Corporate Bulletin Number
03-06-01-010B (Section 06 - Engine).
Condition
Some owners may comment on an apparent oil or coolant leak. Additionally the comments may range from spots on the driveway to having to add
fluids.
Cause
Lower Intake manifold may be leaking allowing coolant oil or both to leak from the engine.
Correction
Install a new design lower intake manifold gasket. The material used in the gasket has been changed in order to improve the sealing qualities of the
gasket. When replacing the gasket the lower intake manifold bolts must also be replaced and torqued in sequence to a specification.
Important:
The gasket kit part number listed below now includes the new bolts (4 long bolts and 4 short bolts) with the pre-applied threadlocker on
them. It is no longer necessary to order the bolts separately when ordering gaskets.
Notice:
An oil leak may result if the vertical bolts are not tightened before the diagonal bolts.
Tighten
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1. Tighten the vertical lower intake manifold bolts (1) to 7 N.m (62 lb in).
2. Tighten the diagonal lower intake manifold bolts (2) to 7 N.m (62 lb in).
3. Tighten the vertical lower intake manifold bolts (1)to 13 N.m (115 lb in).
4. Tighten the diagonal lower intake manifold bolts (2) to 25 N.m (18 lb ft).
Parts Information
Warranty Information
Disclaimer
Technical Service Bulletin # 05-00-89-078B Date: 080206
INFORMATION
Subject:
GM Fuel System Treatment PLUS Fuel Sending Unit Corrosion and Fuel System Deposits
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 05-00-89-078A (Section 00 - General Information).
The GM Fuel System Treatment PLUS is not recommended for use with diesel fuel. The GM Fuel System Treatment PLUS is specially formulated
for use in gasoline and/or E85 fuels.
GM Fuel System Treatment PLUS P/N 88861011 (for U.S. ACDelco(R) use 88861013) (in Canada 88861012) is now available for use in gasoline
engines.
The PLUS portion of GM Fuel System Treatment PLUS is the addition of a filmer additive that when used regularly can protect fuel system
sending units from the corrosive effects of certain sulfur contaminants found in some of todays gasoline.
Sulfur contamination can disrupt electrical continuity of certain fuel sending units and lead to erratic or false fuel gauge readings. With scheduled
usage GM Fuel System Treatment PLUS protects against the effects of harmful sulfurs in gasoline.
Just pour in one bottle of the GM Fuel System Treatment PLUS into the fuel tank when refueling around each oil change interval:
Prevents - Harmful sulfur components from attacking sensitive fuel system electronics.
Parts Information
Disclaimer
Technical Service Bulletin # 06-06-04-035A Date: 080205
INFORMATION
Subject:
Use of E85 Fuels in Vehicles Not Certified by GM as being FlexFuel Compatible / Aftermarket Conversion of Vehicles to Operate on E85 Fuels
Models:
2008 and Prior GM Passenger Cars and Trucks NOT FlexFuel (E85) Compatible (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 06-06-04-035 (Section 06 - Engine/Propulsion
System).
General Motors has become aware of several companies that claim to be able to convert vehicles equipped with gasoline engines to be compatible
with E85 Fuels.
Vehicles certified by GM as being FlexFuel (E85) compatible contain numerous calibration and component differences that are not conducive to an
aftermarket retrofit.
General Motors DOES NOT support or endorse conversions that may alter the emissions and related emissions components of its vehicles.
Repairs that may result from changes to GM built components and repairs that result from the use of improper fuel such as the use of gasoline
containing more than 10% Ethanol in a non-FlexFuel certified vehicle are not covered under the terms of the New Vehicle Warranty.
The only E85 compatible vehicles produced by General Motors are shown above.
Disclaimer
Technical Service Bulletin # 99-08-52-005C Date: 080130
INFORMATION
Subject:
Remote Keyless Entry Operational Characteristics
Models:
1997-2008 All Passenger Cars and Trucks
2003-2008 HUMMER H2
2006-2008 HUMMER H3
2005-2008 Saab 9-7X
Supercede:
This bulletin is being revised to add model years and additional information. Please discard Corporate Bulletin Number 99-08-52-005B (Section 08
- Body and Accessories).
The following information regarding Remote Keyless Entry (RKE) operation may be given to customers as needed.
The General Motors RKE systems operate on high frequency radio signals. Therefore they may be subject to radio signal interference which will
affect RKE operation. Some of the typical conditions which result in reduced RKE transmitter operation are listed below.
To prevent battery drain, RKE transmitter will lock up if any button or buttons are depressed longer than 30 seconds. The transmitter will unlock if
another button is depressed. While programming the transmitter in the relearn mode, use the J 43241 tester, to confirm that the signals are being
transmitted to the RCDLR. If the RKE locks up during the programming, depress another button to unlock the RKE.
Note
Always refer to SI for latest diagnostic information
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If on the second press of the unlock button all doors are not unlocked it may be due to the time delay needed by the system to recognize the second
press of the unlock button. In order to unlock all doors press the unlock button once pause 1-2 seconds and press the unlock button the second time.
There needs to be a pause between button presses so that the receiver can properly process the signal from the transmitter.
For many 2006 and later car lines the trunk release button requires a press and hold before the trunk lid will release.
Line of sight. The transmitter signal may be obstructed by obstacles; another vehicle building or other obstructions in the line of sight.
Installation of some aftermarket accessories have been known to affect the RKE performance as well.
Some brands of radar detectors CB radios walkie talkies mobile radios cell phone chargers and cell phones (especially 3-watt bag phones which are
placed on the floor of the vehicle) have jammed the radio frequencies of the RKE system.
Remember these devices do not have to be in the customers vehicle. They may be in another vehicle which is in close proximity. However if the
customer has one of these devices in their vehicle and if the RKE system works with these aftermarket devices unplugged refer the customer to the
aftermarket supplier. The aftermarket device may not meet the requirements of the FCC Code.
If the customer comments that the remote transmitter fails to operate press each button on the transmitter one at a time while observing the vehicle
systems.
If only the fuel door (Cadillac) or panic button (all other vehicles) works or the transmitter fails to operated re-synchronize the system following the
transmitter synchronization procedure found in the Keyless Entry sub-section of Body & Accessories in the Service Manual. If the RKE system is
auto-synchronized reprogram the transmitter following the procedures in the Keyless Entry sub-section of SI.
The batteries of the keyless entry transmitter have been replaced. A keyless entry transmitter is malfunctioning.
If all of the transmitter buttons fail to function check the battery and transmitter using tester J 43241. Refer to Corporate Bulletin Number 83-90-12.
If the transmitter passes the test program the RKE system following the procedures in the Keyless Entry sub-section of Body & Accessories in the
Service Manual.
Remember when programming the system, all transmitters for the vehicle must be present for the programming to be successful.
On many 2006 vehicle lines RKE transmitter commands can be viewed using a scan tool (under RCDLR Data Displays).
If the transmitter fails the test with the tester J 43241 replace the batteries and retest the transmitter using the tester J 43241. If the transmitter still
fails the test replace the transmitter.
THE FOLLOWING CLAIM TYPES ARE NOT COVERED UNDER THE VEHICLE WARRANTY:
The battery is considered a consumable battery and is covered for the first 12 months only. Refer to "Maintenance" in the In-Vehicle Warranty
Booklet. Battery life is determined by the number of times a pad on the transmitter has been used, not by time or mileage and as such, battery
replacement would be considered owner maintenance (i.e. batteries in a flash light, engine oil changes).
Transmitter replacement when all buttons work, using the tester J 43241 as outlined in Corporate Bulletin Number 83-90-12.
Transmitter damage due to misuse, such as any liquid spilled on/in the transmitter or damage from animals chewing on the transmitter, etc.
Broken transmitter cases where the key ring attaches to the case. If the case is broken in this area, it is due to mounting the transmitter direct to the
key ring without the protection of the small ring. The small ring acts like a universal joint/flex joint and helps protect the transmitter from this type
of damage. Refer to Corporate Bulletin Number 03-08-52-003 for EXCEPTIONS to this rule.
Disclaimer
Technical Service Bulletin # 08-08-51-002 Date: 080312
Subject:
New Primer For TPO Fascias and Affected Cleaning Process of Painting Operation
Models:
2009 and Prior Passenger Cars and Trucks
2009 and Prior HUMMER H2, H3
The purpose of this bulletin is to inform the technician that General Motors has made a change in the primer it uses for TPO plastic for service
parts. This new primer comes in several different colors from five different suppliers. This change affects the cleaning process of the painting
operation. The new process is as follows.
2. Clean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner). Check with your paint supplier for product
recommendations.
Note:
The use of a solvent-type cleaner will soften, or begin to dissolve the primer. Base coats do not have any affect on this primer.
4. Reclean with a 50% mix of isopropyl alcohol and water (or a waterborne cleaner).
All fascias, with the exception of the Corvette, Camaro, and Cadillac XLR, are made of TPO. You may find other TPO parts with this primer.
If the technician has a question as to the type of plastic they are painting, inspect the back of the part for the plastic symbol (TPO).
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
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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.
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
Technical Service Bulletin # 01-07-30-010C Date: 080512
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
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.
^ 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.
^ Fine metal particles (traces of metal flakes/gray color to fluid ) are found in the converter. This is not harmful to the torque converter.
^ 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.
^ 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 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
Technical Service Bulletin # 04-06-04-036E Date: 080508
Subject:
Warranty Coverage for Emission-Related Reprogramming Events (PCM, ECM and TCM)
Models:
2009 and Prior GM Passenger Cars and Trucks (Including Saturn)
2003-2009 HUMMER H2
2006-2009 HUMMER H3
2009 and Prior Saab Vehicles (Canada Only)
Attention:
This bulletin applies only to dealers in the United States and Canada. Export dealers are not authorized to utilize this service bulletin.
Supercede:
This bulletin is being updated to add an Attention statement. Please discard Corporate Bulletin Number 04-06-04-036D (Section 06 - Engine).
The coverage for emission-related reprogramming has the same coverage as the emission controller under the emission controller warranty - 8
years/80,000 miles (130,000 km).
Reprogramming that is not emissions-related is covered under the terms of the Bumper to Bumper Limited Warranty. (For additional information
regarding labor codes for use in non-emission-related reprogramming refer to Corporate Bulletin Number 06-08-47-001D.)
Emissions-related calibration updates will be announced through a GM Technical Service Bulletin with specific guidelines of coverage for each
model affected. A special emission-related reprogramming labor operation will be used. The labor operation to be used for claims relating to
emission-related reprogramming is J6353 and will only be referenced in the bulletins addressing emission-related calibrations. This labor operation
must NOT be used for non-emissions-related reprogramming or for any other vehicle that is not referenced in an emission-related reprogramming
technical service bulletin.
Example:
The PCM on 2004 model light duty vehicles is covered by the emission controller warranty for 8 years/80,000 miles (130,000 km). If GM released
an "emission-related" calibration update for one of these vehicles, this reprogramming event would also be covered for the remainder of the 8
years/80,000 miles (130,000 km). If GM released a driveability-related calibration update (for example to eliminate a hesitation) for one of these
vehicles, this reprogramming event would be covered for the remainder of the terms of the Bumper to Bumper Limited Warranty.
An emission-related calibration for medium duty and diesel applications are also covered by the emission warranty that is applicable to that
vehicle's emissions controller.
Example:
The PCM on 2004 model medium duty vehicles is covered by the emission controller warranty for 5 years/50,000 miles (80,000 km). If GM
released an "emission-related" calibration update for one of these vehicles, this reprogramming event would also be covered for 5 years/50,000
miles (80,000 km).
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
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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
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.
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.
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The notches above each sprag must point up as shown when assembled into the outer 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
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
Subject:
Grinding and/or Growling Noise in Park on Incline
Models:
2009 and Prior Passenger Cars and Light Duty Trucks (Including Saturn)
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
Technical Service Bulletin # 08-07-30-026 Date: 080522
Subject:
Information on Slight Vehicle Movement In Park At Start Up After Cold Soak
Models:
2009 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn)
2009 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
Some vehicles may rock or move slightly forward or rearward while in park at start up after cold soak. This condition may be accompanied by a
clunk noise. This is a slight movement that is more often seen visually, rather than felt, when viewed from the outside and using the auto-start
feature, if equipped.
This slight movement is due to the residual transmission fluid in the clutch packs that creates a partial apply on start up. This movement is stopped
by the parking pawl and/or transmission fluid exhausting completely from the clutch packs.
This slight movement has no adverse affects on the transmission and no repair should be attempted. This condition is normal. This can be verified
by comparing with another identically built vehicle under the same cold conditions.
To prevent this condition from occurring, the parking brake should be utilized as per the Owners Manual recommendations anytime the vehicle is
parked.
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Disclaimer
Technical Service Bulletin # 00-07-30-022D Date: 080610
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
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
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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.
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.
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.
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Parts Information
Warranty Information
Subject:
Engagement Time of Electronically Controlled Transmissions in General Motors Vehicles (Garage Shifts, Park to Reverse, Neutral to Drive,
Neutral to Reverse, Park to Drive, Delayed Engagement)
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Models:
2000 - 2002 Chevrolet Camaro
2000 - 2005 Chevrolet Corvette
2000 - 2002 Pontiac Firebird
2004 - 2006 Pontiac GTO
2000 - 2008 All GM Light Duty Trucks
2003 - 2008 HUMMER H2
2006 - 2008 HUMMER H3
2005 - 2008 Saab 9-7X
Supercede:
This bulletin is being revised to add the 2008 model year to the trucks. Please discard Corporate Bulletin Number 03-07-30-007D (Section 07 -
Transmission/Transaxle).
Park/Neutral to Reverse or Drive (commonly called garage shift) engagement times may be different from what many customers might be
accustomed to especially if they have recently traded for a General Motors vehicle.
Normal Park/Neutral to Reverse or Drive engagement time will be in the vicinity of one (1) second if the automatic transmission fluid (ATF) is
above 0°C (32°F). When the ATF is colder than 0°C (32°F), the engagement time will become longer the colder the transmission fluid. A time limit
factor cannot be placed on proper engagement times because the factors that affect transmission operation are many.
At the moment of engine start, for economy and emission requirements, the transmission line pressure is maintained at low levels. This allows a
lower cold idle engine RPM (the colder the oil is, the higher the energy level (engine torque output) required to pressurize the oil).
When the driver moves the shift lever from "Park/Neutral" to "Reverse" or any "Drive" range, the following actions must occur for the powertrain
control module (PCM) to determine at what pressure to control the transmission line pressure.
4. Movement of the shift lever and controls engine RPM based on the gear position selected. The module will adjust the engine RPM in
response to the torque requirements needed to increase transmission line pressure.
When the module determines the status of the above items, the module will apply the appropriate signal to the PWM pressure control
solenoid, thereby controlling the application of the required clutch(es) depending on the driver's selection.
Controlling transmission apply pressures allows the transmission to engage in a smooth manner, thus reducing the potential of abrupt/harsh
engagement of the transmission.
All of the above actions happen very quickly; however, the resultant time interval may be approximately one second.
When determining if shift times are excessive, the exact conditions that the vehicle was in at the time the extended garage shift occurred must
be duplicated. The following are several possible conditions.
^ What was the temperature of the environment at the time of the occurrence?
^ Length of time the vehicle sat unused, such as overnight or a weekend, etc.? A vehicle that has been driven to the service facility cannot
be tested for this concern because the transmission, the engine oil and the coolant are no longer at the temperature they were when the
customer experienced the condition.
No attempts to repair should occur unless the condition can be duplicated under the conditions the customer experienced.
Road test the vehicle following the steps below until the vehicle engine and transmission temperatures are at normal operating temperatures. This is
approximately 16 km (10 mi) of driving.
3. Place the shift lever in Drive. A delayed engagement of approximately one (1) second will occur. THIS IS NORMAL. This time may be
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extended if the engine RPM is above the base idle, controlled by the driver's foot rather than the control module.
4. Drive the vehicle for a distance of not less than a tenth of a mile (160 m).
7. Place the shift lever in Reverse. A delayed engagement of approximately one (1) second will occur. THIS IS NORMAL. This time may be
extended if the engine RPM is above the base idle, controlled by the driver's foot rather than the control module.
9. Place the shift lever in Drive. A delayed engagement of approximately one (1) second will occur. THIS IS NORMAL. This time may be
extended if the engine RPM is above the base idle, controlled by the driver's foot rather than the control module.
If an out of line condition (excessively long time, over two seconds, to engage a gear) is observed, the following components within the
transmission should be inspected for the cause of the concern.
Subject:
Fuel and Oil Additives - Facts and Myths/Maximizing Fuel Economy
Models:
2009 and Prior GM Passenger Cars and Trucks (including Saturn)
2009 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
Attention:
Please direct this bulletin to the Service Manager, the Service Consultants and the Sales Staff. A copy of this bulletin is encouraged to be given
to your customer as it is written with the consumer in mind. You may also post this bulletin in your customer lounge or waiting area.
Supercede:
This bulletin is being revised to add the 2009 model year. Please discard Corporate Bulletin Number 05-00-89-072A (Section 00 - General
information).
As gasoline prices have increased, the consumer has shifted priorities to become increasingly concerned with fuel consumption. GM is presently
proud to offer over 30 cars in the U.S. with EPA highway estimates of at least 30 mpg. In Canada, vehicles are rated for fuel consumption in liters
per 100 kilometers. GM offers over 20 vehicles in Canada that consume less than 7.0 L/100 km on the highway. The information below contains
reasonable and prudent advice for your dealership and the consumer to get the most from every gallon or liter of gas.
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^ What Not To Do: Engine and Fuel Additives, Alternate Fuels, and "Miracle" Products
WHAT NOT TO DO: Engine and Fuel Additives, Alternate Fuels, and "Miracle" Products
Various unproven products with claims to improve vehicle fuel economy have been reported ranging from magnets that align molecules to
chemical combustion improvers.
Most products claiming to provide benefits are based on unsubstantiated claims. Those that do present "scientific" results generally either have too
little supporting data to be conclusive, have not conducted experiments in a controlled fashion, or cannot be substantiated by anyone else but the
product's manufacturer.
The U.S. Federal Trade Commission summarizes results for products tested by the federal government at
www.ftc.gov/bcp/edu/pubs/consumer/autos/aut10.shtm. A review of the list shows that the majority did not work, and for those that showed some
effect, the benefit was too small to be cost effective.
Harmful Ideas That May Damage Your Vehicle and Increase Emissions
One more recent poor idea to improve fuel economy that should not be attempted is to blend either kerosene or diesel fuel into gasoline. Why? Both
kerosene and diesel fuel are distillate fuels meant for use in compression ignition engines, not spark ignition engines. They have very low octane
and since they are heavier (higher density) than gasoline, they will cause heavy engine deposits and degradation of engine oil.
Notice:
Never put Kerosene or Diesel Fuel in your Gasoline Engine vehicle. This may result in inconsistent performance and permanent damage to your
vehicle that is not covered by your New Vehicle Warranty.
Chemicals that are normally used as solvents also should not be used. These include acetone, ketones, and methanol. These solvents can be
incompatible with your vehicles rubber or sealing components, and may dissolve the vehicle's paint finish. In the case of methanol, corrosion of
metal parts in the fuel system also may occur.
Notice:
Never use acetone, ketones, or methanol additives in your vehicle. Some of these solvents may damage or corrode your fuel system. They are
also very damaging to the painted surfaces of the vehicle if spilled. Damage to vehicle components that result from non-approved or aftermarket
additives and devices are not covered under the terms of the New Vehicle Warranty. The only fuel additive currently approved by GM is GM
Fuel System Treatment Plus, P/N 88861011 (in Canada, # 88861012).
The best fuel economy possible is the direct result of proper maintenance and good driving habits. Listed below are GM's recommendations to
achieve the best mileage possible. The first group are things to consider for your vehicle, while the second are tips relating to your driving habits.
Vehicle Considerations:
^ Tire Pressure - One of the major contributors to poor fuel economy are under inflated tires. Tires low on pressure create drag that the vehicle's
powertrain must overcome, wasting dollars in fuel. Always keep your tires inflated to the proper pressure as shown on the vehicle placard. This
not only serves to increase gas mileage but cuts down on tire wear, further decreasing your costs per mile.
^ Air Filter - A vehicle that has a dirty air filter can't efficiently draw air into the engine. This restriction forces the engine to expend energy to
"breathe" wasting fuel in the process. Change recommendations are found in your vehicle Owner's Manual.
^ Proper Viscosity "Starburst" Rated Oil - Always use the proper viscosity oil in your engine. Oil that has a higher than required viscosity will
create more drag on the internal components of the engine, causing more work for it, especially when cold. Each Owner's Manual contains
information on the proper type of oil for your vehicle. Look for the "starburst" symbol on the front of the bottle, and the SM rating on the API
circle on the back label. If you are in doubt, stop by your dealer for an oil change, and any other services required. Most current GM vehicles
are equipped with oil life monitors to further assist on the "when" to change your oil. (Aveo/Wave/Optra/Epica currently do not have oil life
monitors).
Notice:
GM Vehicles DO NOT require additional engine oil additives. Some additives may cause harmful effects to the internal seals and additionally
void the terms of your vehicles New Car Warranty.
^ Top Tier Fuels - Some fuel manufacturers provide gasoline advertised as TOP TIER DETERGENT GASOLINE (Chevron, Conoco, Phillips
66, Shell, Texaco, Entec Stations, MFA Oil Company, 76, Somerset Oil, Aloha Petroleum, Tri-Par Oil Company, QuikTrip, and Kwik Trip) in
the U.S. and (Petro-Canada, Chevron, Shell, and Sunoco) in Canada. These fuels are preferable when and where available. They help to keep
your fuel injectors and intake valves free of deposits. Clean engines provide optimal fuel economy, performance and reduced emissions. When
Top Tier fuels are not available, consider a bottle of GM Fuel System a bottle of GM Fuel System treatment PLUS, P/N# 88861011 (in Canada,
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# 88861012), at oil change time which will remove intake system and injector deposits. GM does not recommend any other fuel system cleaner.
Important:
DO NOT confuse Top Tier Fuels with Higher Octane (Plus/Premium Grade Fuel) commonly sold at most all gas stations. Plus and Premium
fuels are required in some high performance GM vehicles. However, they do not necessarily represent higher detergency present in TOP TIER
Detergent Gasoline.
Important:
For additional information regarding Top Tier fuels and availability, please refer to Corporate Bulletin Number 04-06-04-047G for U.S. or
05-06-04-022D for Canada.
Notice:
E85 FUELS: 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. See Corporate Bulletin Number 05-06-04-035C for additional information.
Purchasing higher than required octane fuel is a waste of money. Using higher octane fuels in a vehicle that only required regular unleaded fuel
will neither increase performance nor improve gas mileage. In all cases refer to your owners manual and ONLY use the octane rated fuel
recommended for your vehicle.
Important:
In high performance GM vehicles that DO require Premium (91 octane or higher) fuel, you MUST use fuels of at least this octane. Use of lower
octane fuel may result in reduced performance, knocking, and/or permanent engine damage not covered under the terms of the New Vehicle
Warranty.
^ Check Engine/Service Engine Soon Light - Is the Check Engine/SES light on? When this light is on, the vehicles On-Board diagnostics
computer has noticed that something is wrong. GM vehicles have many sensors that the computer uses to both control and sense actual fuel
usage. When the computer lights the Check Engine/SES light it has lost some ability to run efficiently. This may result in increased fuel
consumption, increased emissions, and/or driveability concerns.
^ Spark Plugs - Even though most current GM vehicles have 160,000 km (100,000 mi) service intervals for spark plugs, if your vehicle is at that
point in its life, have the spark plugs changed to assure proper running and continued efficient, trouble free operation. Refer to the applicable
Maintenance Schedule for spark plugs service intervals on Chevrolet Aveo, Optra, Epica, Pontiac Vibe, Wave and Saturn Astra.
^ Slow Down, Drive Smoothly - Avoid quick/full throttle acceleration from a standstill in town and high cruising speeds on the interstates. While
the optimum MPG for highway cruising speed varies from vehicle to vehicle, faster is almost always worse. If your vehicle is equipped with a
Driver Information Center that displays Instant Fuel Economy, select that read out and vary your cruising speed while on the highway. The
display will change continuously with uphill and downhill sections but you should quickly be able to identify on level ground the speed range
that your vehicle does the best in.
^ Empty Your Trunk - Avoid leaving unnecessary items in your trunk. It takes power to move increased weight and that means more gasoline
consumption and reduced performance. While the change may be slight, multiplied by thousands of miles, it all adds up.
^ Avoid Extended Idling - There is no need to idle your engine till it reaches operating temperature. Idling wastes fuel.
^ Combine Trips - Your vehicle uses much more fuel when the engine is cold. This is especially true in the winter months when the engine will
take the longest to warm up. Combine errands or trips so that the vehicle only needs to warm up once to encompass many different stops.
Subject:
Information On Navigation Radio Not Displaying Accurate Vehicle Location After Radio Replacement, Power Loss Or Battery Replacement
Models:
2009 and Prior GM Passenger Cars and Trucks (Including Saturn)
2009 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
The purpose of this bulletin is to inform technicians and customers that the Navigation Radio may not display the vehicle location icon on the map
accurately after a radio or battery has been replaced or after battery power has been removed from the radio. The vehicle location icon accuracy
may be degraded if the GPS signal is not available and the GPS displayed icon has a red line through it.
The Navigation Radio does not keep learned GPS information or gyroscope and vehicle speed signals stored when the battery power is removed
from the radio. The Navigation radio continually uses GPS, gyroscope and vehicle speed data to maintain the vehicle location icon positioned
accurately on the displayed map. There may be periods of time during a drive cycle when the GPS signal may not be available and the vehicle
location icon still appears to be accurate. This is due to the radio having internal gyroscopes and receiving a vehicle speed signal to maintain
accuracy if the radio had received a good GPS signal earlier in the drive cycle.
Normal driving will improve the accuracy of the vehicle location icon on the displayed map. It may be necessary for the vehicle to be driven up to
40 km (25 mi) with 15 left and 15 right turns while the vehicle location icon is matched to roads on the displayed map. Do not replace the radio for
this condition.
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
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.
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
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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:
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
Technical Service Bulletin # 00-00-89-027E Date: 080929
Subject:
Eliminating Unwanted Odors in Vehicles
Models:
2009 and Prior GM Passenger Cars and Trucks (including Saturn)
2009 and Prior HUMMER H2, H3 Vehicles
2009 and Prior Saab 9-7X
Supercede:
This bulletin is being revised to add model years and refine the instructions. Please discard Corporate Bulletin Number 00-00-89-027D (Section 00
- General Information).
General Motors offers a product that may control or eliminate odors in the interior and luggage compartment areas of GM vehicles. GM Vehicle
Care Odor Eliminator is a non-toxic, biodegradable odor remover. This odorless product has been shown to greatly reduce or remove objectionable
smells of mold and mildew resulting from vehicle water leaks (as well as customer created odors, i.e. smoke). You may use GM Vehicle Care Odor
Eliminator on fabrics, vinyl, leather, carpet and sound deadening materials. It may also be induced into HVAC modules and instrument panel ducts
(for the control of non-bacterial related odors).
Important:
This product leaves no residual scent and should not be sold as or considered an air freshener. Product action may result in the permanent
elimination of an odor and may be preferable to customers with allergies who are sensitive to perfumes.
GM Vehicle Care Odor Eliminator may be sprayed on in a ready-to-use formula or used in steam cleaners as an additive with carpet shampoo. This
water-based, odorless product is safe for all vehicle interiors. Do not wet or soak any interior surface that plain water would cause to deteriorate, as
this product will have the same effect. Also avoid letting this product come into contact with vinegar or any acidic substance. Acid-based products
will hamper the effectiveness of, or render GM Vehicle Care Odor Eliminator inert.
Note:
Complete eight page treatment sheets are enclosed within each case of GM Vehicle Care Odor Eliminator. These treatment instructions range
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from simple vehicle odor elimination to full step by step procedures for odor removal from water leaks. If lost, contact 800-977-4145 to get a
replacement set faxed or e-mailed to your dealership.
Instructions and cautions are printed on the bottle, but additional help is available. If you encounter a difficult to eliminate or reoccurring odor, you
may call 1-800-955-8591 (in Canada, 1-800-977-4145) to obtain additional information and usage suggestions.
Important:
This product may effectively remove odors when directly contacting the odor source. It should be used in conjunction with diagnostic
procedures (in cases such as a water leak) to first eliminate the root cause of the odor, and then the residual odor to permanently correct the
vehicle condition.
STEP ONE:
Confirm that all water leaks have been repaired. Determine what areas of the vehicle were water soaked or wet. Components with visible
mold/mildew staining should be replaced. Isolate the odor source inside the vehicle. Often an odor can be isolated to an area or component of the
vehicle interior by careful evaluation. Odor evaluation may need to be performed by multiple persons. Another method of isolating an odor source
is to remove and segregate interior trim and components. Plastic sheeting or drop cloths can be used to confine seats, headliners, etc. to assist in
evaluation and diagnoses. If appropriate the vehicle and interior trim should be evaluated separately to determine if the odor stays with the vehicle
or the interior components. Odors that stay with the vehicle may be isolated to insulating and sound deadening materials (i.e. water leak at the
windshield or standing water in the front foot well area caused mold/mildew to form on the bulkhead or kick panel sound deadening pads. If the
interior is removed the floor pan and primed/painted surfaces should be treated with bleach/soap solution, rinsed with clean water and dried.
Interior surfaces should then be treated with GM Vehicle Care Odor Eliminator product before reinstalling carpet or reassembling.
The GM Vehicle Care Odor Eliminator product is an effective odor elimination product when used properly. It must come into direct contact with
the odor source. It should be used in conjunction with diagnostic procedures to first eliminate the root cause of the odor. Some procedures for use
after odor root cause correction are:
STEP TWO:
^ Put a drop of dish soap the size of a quarter in the bottom of a bottle.
^ Add 8 oz. of GM Vehicle Care Odor Eliminator (1 cup) to the dish soap and top off the bottle with tap water.
^ This formula should be used on hard surfaces (dash, interior plastic molding, and floor pan)
STEP THREE:
The third step to neutralizing the vehicle is a light to medium treatment of all carpeting and upholstered seats with the GM Vehicle Care Odor
Eliminator formula and a wide fan spray setting (at full strength) (i.e.: carpeting on the driver's side requires 4-5 triggers pulls for coverage). The
headliner and trunk should be sprayed next. Lightly brushing the formula into the carpeting and upholstery is a recommended step for deep odor
problems. The dash and all hard surfaces should be sprayed with dish soap/water mixture. Let stand for 1-2 minutes then wipe off the surface.
The ventilation system is generally the last step in the treatment of the vehicle.
a. Spray the GM Vehicle Care Odor Eliminator formula into all dash vents. (1-2 trigger pulls per vent).
b. Start the vehicle and turn the vehicle fan on high cool (not A/C setting).
c. Spray the formula (10 trigger pulls) into the outside fresh air intake vent (cowl at base of windshield)
d. Enter the vehicle after 1 minute and wipe off the excess formula spurting out of the dash vents.
e. Smell the air coming from the dash vents. If odors are still present, spray another 5 triggers into the cowl, wait another minute and smell the
results. Once you have obtained a fresh, clean smell coming from the vents, turn the system to the A/C re-circulation setting. Roll up the
windows, spray 3-5 pumps into the right lower IP area and let the vehicle run with the fan set on high for 5-7 minutes.
Please follow this diagnosis 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 these steps do not resolve the condition, please contact GM TAC for further diagnostic
assistance.
Here are some additional ideas to benefit your dealership and to generate greater customer enthusiasm for this product.
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^ Keep this product on-hand for both the Service Department and the Used Car lot. Add value to your used car trades; treat loaner and demo cars
during service and at final sale to eliminate smoke, pet, and other common odors offensive to customers. Make deodorizing a vehicle part of
your normal vehicle detailing service.
^ Consider including GM Vehicle Care Odor Eliminator as a give-away item with new vehicle purchases. Many dealers give away as "gifts"
various cleaning supplies at time of delivery. GM Odor Eliminator is one of a few products GM offers that has as many uses in the home as in
the vehicle. Customers may find this product can be used for a host of recreational activities associated with their new vehicle, such as
deodorizing a boat they tow, or a camper.
^ GM Odor Eliminator and many of the GM Vehicle Care products offer you the chance to increase dealership traffic as these superior quality
products cannot be purchased in stores. Many Dealerships have product displays at the parts counter. Consider additional displays in the
Customer Service Lounge, the Showroom and at the Service Desk or Cashier Window. Many customers who purchase vehicles and receive
regular maintenance at your dealership may never visit the parts counter, and subsequently are not exposed to the variety and value that these
products offer.
Parts Information
Disclaimer
Technical Service Bulletin # 02-06-03-008D Date: 080721
Subject:
Low Voltage Display on IP Gauge, Lights Dim at Stop Lights, Battery Discharged, No Start, Slow Cranking, Dim Lights at Idle, Low Generator
Output
Models:
1990-2009 GM Passenger Cars and Light Duty Trucks (including Saturn)
2003-2009 HUMMER H2, H3
2005-2009 Saab 9-7X
Supercede:
This bulletin is being revised to add the 2009 model year. Please discard Corporate Bulletin Number 02-06-03-008C (Section 06 - Engine).
Any vehicle may have a low voltage display (if equipped with gauges), lights that dim at stop lights, slow cranking, no start, low generator output at
idle or dim lights at idle when electrical loads are heavy at idle or under slow driving or infrequent usage conditions. These characteristics may be
more noticeable with customer added electrical accessories, or with a discharged battery. These are normal operating characteristics of a vehicle
electrical system and no repairs should be attempted unless a proven fault has been diagnosed.
During normal driving conditions, when engine speed is above 1000 RPM, the generator is designed to do two things:
^ Supply the current necessary to operate the vehicle's originally equipped electrical devices (loads).
^ Non-usage of the vehicle for extended periods of time. The vehicle's computers, clocks and the like will cause the battery state of charge to drop
(For example; 30 days in a parking lot and the vehicle may not start because of a dead battery or a vehicle which is driven only a short distance
once a week may end up with a discharged battery to the point where the vehicle may not start). This would be considered abnormal usage of
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the vehicle and the normally expected result for the vehicle battery, generator and electrical systems.
^ At idle, vehicle electrical loads may exceed the low speed current (amperage) output of the generator and when this happens the shortfall comes
from the battery. This will result in a drop in the electrical system voltage as the battery delivers the additional electrical current to meet the
demand. This is equivalent to the brown outs experienced by homes and businesses when the electrical demand is more than the supply. See
Figure 1.
^ Extended periods of engine idling, with high electrical loads, may result in a discharged battery. Attempting to recharge a battery by letting the
engine run at idle may not be beneficial unless all electrical loads are turned "OFF".
^ Increased internal generator temperatures from extended idling can also contribute to lower electrical system voltage. As the generator's internal
temperature rises, the generator's output capability is reduced due to increased electrical resistance.
Depending on the vehicle application, generator current (amperage) output at engine idle speeds of 600-700 RPM can be as low as 35 percent of the
full rated output. With enough electrical loads "ON", it is easy to exceed the generator current (amperage) output when the engine is at an idle of
600-700 RPM. This is a normal condition. The battery supplements for short periods of time. Items that affect the vehicle's electrical system current
and voltage at idle are the number of electrical loads being used, including add-on accessories, and extended idle times. When the vehicle speed is
above approximately 24 km/h (15 mph), the engine/generator RPM is high enough and the generator current (amperage) output is sufficient to
supply the current (amperage) requirements of the vehicle as originally equipped and recharge the battery.
1. As the engine/generator speed changes, so will the current (amperage) output of the generator. As a vehicle slows, engine/generator RPM
slows and the current (amperage) output of the generator may not be sufficient to supply the loads, the vehicle system voltage will drop and
the lights will dim. Dimming of the lights is an indication that current is being pulled from the battery. If the battery is in a low
state-of-charge (discharged condition), the driver will notice a more pronounced dimming than a vehicle with a fully charged battery.
2. When high current loads (blower, rear defogger, headlamps, cooling fan, heated seats, power seats, electric "AIR" pump, or power windows)
are operating or cycled "ON", the generator's voltage regulator can delay the rise in output. This effect, usually at lower engine speeds, can
take up to ten seconds to ramp up the generator output. This is done to avoid loading the engine severely. To increase current (amperage)
output, additional torque is consumed by the generator. The engine computer (ECM/PCM) will ramp up engine/generator speed in small
steps so engine speed variations are not noticeable to the driver.
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For diagnosis of the battery and/or the generator, refer to the appropriate Service Information (SI) or Corporate Bulletin Number
05-06-03-002C.
Disclaimer
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
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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.
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%.
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%.
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Parts Information
Warranty Information
Alignment - Specifications/Requirements/Recommendations
INFORMATION
Subject:
Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles
Models:
2009 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn)
2009 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
Supercede:
This bulletin is being revised to add 2008 & 2009 model years. Please discard Corporate Bulletin Number 05-03-07-009A (Section 03 -
Suspension).
The purpose of this bulletin is to provide retail and wholesale personnel with General Motors specifications, requirements and recommendations for
wheel alignment equipment and alignment procedures.
Technicians must refer to SI for the correct wheel alignment specifications for each vehicle. SI is the only source of GM wheel alignment
specifications that is up-to-date throughout the year. The wheel alignment specifications loaded in any wheel alignment machine by the equipment
manufacturer may be incorrect and/or outdated, even if the dealership subscribes to the manufacturer's update service. GM used to send certain
manufacturers an annual update of the wheel alignment specifications for the new model year in early summer. Certain equipment manufacturers
now subscribe to GM's SI service to obtain updates for GM alignment specifications, however, because changes to the wheel alignment
specifications may occur during the model year, dealership alignment machines may or may not be up to date with the current specifications.
Therefore, it is required that the technicians refer directly to SI for the latest updates and any changes to the wheel alignment specifications.
Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer
concerns.
^ 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 path."
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^ Unusual tire wear (slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even up
with a tire rotation at or before the next scheduled maintenance interval)
Alignment Equipment
Alignments must be performed with a quality alignment machine that will give accurate results when performing alignment checks. "External
Reference" (image-based camera technology) is preferred.
Requirements
Recommendations
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.
^ 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.
Important:
Failure to have proper documentation of the repair order may result in denial or chargeback of the warranty claim.
In order to properly document a warranty claim for alignment, the following must be completed:
^ Details of the customer's concern or complaint are to be noted at the time of repair order write-up by recording the description of the customer's
problem.
^ The technician's description of the cause of the concern and the repairs performed must be written on all copies of the repair order.
^ "Before" and "After" alignment settings are to be recorded on the repair order. An alignment machine printout of "Before" AND "After"
settings with date/time stamp is to be attached to the repair order by dealers who have printout capable equipment.
^ Documentation of alignment machine calibration within the last 12 months must be available for AVM (in Canada, DSM, for Saturn, DSSM)
review upon request.
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^ Prior wholesale approval required for vehicles under 800 km (500 mi) or over 12,000 km (7,500 mi) (will now apply to Saturn retailers also).
Refer to the GM Service Policies and Procedures Manual for complete warranty policy information.
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).
3. Inspect the tires for the proper inflation and irregular tire wear.
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.
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 alignment equipment manufacturer's instructions.
Measure/Adjust
Notice:
Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into
the 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.
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:
2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment.
Adjust alignment angles to vehicle specification, if necessary. Refer to Wheel Alignment Specifications in SI.
Subject:
Performance Characteristics of Vehicles with Accessory Wheel/Tire Assemblies Installed as "Upsized" to Original Equipment
Models:
2009 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn)
20062009 HUMMER H3
Supercede:
This bulletin is being revised to add the 2009 model year. Please discard Corporate Bulletin Number 05-03-10-005C (Section 03 - Suspension).
When GM Accessories wheel/tire assemblies are installed on a vehicle, customers may notice a change in the driving characteristics of the vehicle.
The purpose of this document is to review the different performance characteristics of a vehicle with accessory wheel/tire assemblies installed.
Vehicle Performance:
Use of larger "upsized" tire/wheel assemblies, in lieu of the standard factory installed tire/wheel assemblies, can change the vehicle's overall
performance characteristics. Depending on road surface and driving conditions, the driver may note changes or differences in the following:
^ Tire/road noise
^ Ride stiffness
^ Steering effort
^ Fuel economy
^ Braking performance
^ Tire traction (wet/dry/snow/ice) Also, generally, tire chains cannot be used due to lack of clearance to the wheelhouse. Trucks equipped with
accessory will not be compatible for use with snowplow equipment.
Turning Information:
Important:
This section ONLY applies to the following vehicles:
In a reverse turn, the tire may contact the plastic inner liner toward the rear and may also contact the sway bar. In a bounce/jounce condition, the
tire may contact the top of the wheel house (the metal part inside the fender lip). These are all considered friendly surface contacts, meaning they
will not damage the tire/wheel and are a characteristic of the upgrade.
Warranty Information
All GM accessories sold and permanently installed on a GM vehicle prior to delivery will be covered under the provisions of the New Vehicle
Limited Warranty.
The changes in ride handling listed above are considered normal conditions when upgrading to larger wheels/tires and are not covered by the New
Vehicle Limited Warranty.
Wheels
For the U.S., in the event GM Accessories are installed AFTER new vehicle delivery, or are replaced under the new vehicle warranty, they will be
covered (parts and labor) for the balance of the vehicle warranty, but in no event less than 12 months/12,000 miles. This coverage is only effective
for GM Accessories permanently installed by a GM dealer or a GM approved ADI (Accessory Distributor / Installer).
For Canada, in the event GM Accessories are installed AFTER new vehicle delivery, they will be covered (parts and labor) for the balance of the
vehicle warranty, or up to 12 months/unlimited kilometers depending on month installed. For replacement after the new vehicle warranty expires,
but within the 12 months/unlimited kilometers coverage, refer to claim type "B" guidelines.
GM Accessories sold over-the-counter, or those not requiring installation, will continue to receive the standard GM Dealer Parts Warranty of 12
months from the date of purchase (parts only).
Tires:
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Any approved tire installed on a GM Vehicle PRIOR to delivery will be covered under the provisions of the New Vehicle Limited Warranty. Tires
are covered against defects in material and workmanship. Tires are warranted for defects "without" prorated charge for tread mileage. Subsequent
replacements under this warranty will continue to be covered for the remainder of the New Vehicle Limited Warranty.
Any approved tire installed on a GM Vehicle PRIOR to delivery, may continue to be warranted on a prorated basis by the tire manufacturer once
the New Vehicle Limited Warranty expires.
Any approved tire installed AFTER delivery will be covered under the provisions of the tire manufacturer warranty. U.S. dealers should refer to
GM Warranty Administration Bulletin 00-03-10-003M and GM Parts Process/Policy Bulletin 1B03001 for more information.
Disclaimer
Subject:
Information on Refurbish Instead of Replace Out of Warranty Radios with Worn Graphics on Faceplate, Knobs or Buttons
Models:
2009 and Prior GM Passenger Cars and Trucks (Including Saturn)
2009 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
Attention:
This bulletin applies to vehicles out of warranty and sold in the United States only.
Some customers may have concerns about the wear on the radio faceplate, knobs or buttons and their vehicle is out of warranty requiring a
customer pay repair.
GM authorized Electronic Service Centers may have the ability to refurbish out of warranty radios instead of replacing it. To determine if
refurbishment is available, please contact an authorized GM Electronic Service Center (ESC). This may result in a considerable cost savings to the
customer.
For vehicles in warranty, follow the normal procedure of exchanging the radio at an authorized Electronic Service Center Service Center.
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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
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
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.
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
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)
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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.
Subject:
Information on OnStar(R) Analog-Only Systems
Models
Supercede:
This bulletin is being revised to update the models affected list above. Please discard Corporate Bulletin Number 06-08-46-007 (Section 08 - Body
& Accessories).
All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles with
analog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility.
Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available
only through Dual-Mode (Analog / Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment.
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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
Cause
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
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Disclaimer
Subject:
Information on Engine Oil Consumption Guidelines
Models:
1998-2009 GM Passenger Cars and Gasoline Powered Light Duty Trucks Under 8500 LB GVW (Including Saturn)
2003-2009 HUMMER H2
2006-2009 HUMMER H3
2005-2009 Saab 9-7X
Supercede:
This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 01-06-01-011D (Section 06 - Engine/Propulsion
System).
All engines require oil to lubricate and protect the load bearing and internal moving parts from wear including cylinder walls, pistons and piston
rings. When a piston moves down its cylinder, a thin film of oil is left on the cylinder wall. During the power stroke, part of this oil layer is
consumed in the combustion process. As a result, varying rates of oil consumption are accepted as normal in all engines.
Oil Consumption
The accepted rate of oil consumption for engines used in the vehicles referenced is 0.946 liter (1 qt) in 3200 km (2000 mi).
Important:
Certain models have a new GM Extended Warranty. Please refer to the appropriate Owner's Manual for warranty information.
This rate only applies to personal use vehicles, under warranty, that are driven in a non-aggressive manner and maintained in accordance with the
appropriate maintenance schedule, with less than 58,000 km (36,000 mi), or 80,450 km (50,000 mi) for Cadillac, driven at legal speeds in an
unloaded (for trucks) condition.
Important:
This rate does not apply to vehicles that are driven in an aggressive manner, at high RPM, high speeds, or in a loaded condition (for trucks). Oil
consumption for vehicles driven under these conditions will be more.
Many factors can affect a customer's concern with oil consumption. Driving habits and vehicle maintenance vary from owner to owner. Thoroughly
evaluate each case before deciding whether the vehicle in question has abnormal engine oil consumption.
Inspect the oil pan and engine covers for leakage due to over-tightened, damaged, or out of place gaskets. Inspect oil lines and fittings for signs of
leakage.
Verify that the dipstick tube is fully seated in the block. When checking the oil level, make sure the dipstick is wiped clean before taking an oil
level reading and fully depress the dipstick until the shoulder bottoms out on the dipstick tube. The dipstick should be the proper part number for
the engine/vehicle that is being checked.
Notice:
Operating your vehicle with an oil level that is below the minimum level indicated on the engine oil dipstick can result in severe engine damage.
Repairs resulting from operating an engine with insufficient oil are not covered under the terms of the New Vehicle Warranty.
Important:
Refer to Owner Manual in SI for checking and adding engine oil.
Not Waiting Long Enough After Running Engine to Check Oil Level
Some engines require more time than others for the oil to drain back into the crankcase. To assure a sufficient amount of oil has drained back to the
crankcase, and an accurate reading can be obtained, the vehicle should be allowed to sit for at least 15 minutes, after the engine has been shut off,
before taking an oil level reading. In order to ensure accurate results, the temperature of the oil should be close to the same temperature as the last
time the oil level was checked.
Important:
This does not apply to some Corvette ZO6 equipped with the 7.0L LS7 engine (dry sump). Follow the instructions in the Owner's Manual for
checking the oil in this application.
Following an oil change, verify that the proper amount and type of oil was put in the engine and that the oil level on the dipstick is not above the
full mark or below the add marks. Refer to the Owner's Manual or Service Manual for information on recommended oil quantity, viscosity, and
quality.
Aggressive driving and/or continuous driving at high speeds/high RPMs will increase oil consumption. Because this may not always be an
everyday occurrence, it is hard to determine exactly how much the oil economy will be affected.
A higher rate of oil consumption is normal for vehicles equipped with manual transmissions that are driven aggressively. By "aggressive," we mean
operation at high RPM (3,000 RPM to redline), with frequent use of engine braking (using the engine to slow the vehicle). Vehicles that are driven
aggressively may consume engine oil at a rate of up to 0.946 L (1 quart) every 805 km (500 mi). This is normal for a vehicle that is driven
aggressively. No repair is necessary. This characteristic does, however, require the owner to check the engine oil level at sufficiently frequent
intervals, especially when driving aggressively, to assure the oil level remains within the recommended operating range. As the Owner's Manual
recommends, you should check the oil level every time you get fuel.
Towing a trailer will increase oil consumption and may cause oil consumption to fall below the normal accepted rate referenced in this bulletin for
an unloaded vehicle in a personal use application. Large frontal area trailers will further increase the work required from the engine, especially at
highway speeds, and thus increases the rate of oil consumption.
Verify that the positive crankcase ventilation (PCV) system is operating properly. Blockages, restrictions, or damage to the PCV system can result
in increased oil use.
On vehicles that are usually driven short distances, less than 8 km (5 mi), especially in colder weather, unburned fuel and condensation generated
from cold engine operation may not get hot enough to evaporate out of the oil. When this occurs, the dipstick may indicate that the oil level is
over-full. Subsequent driving on a trip of sufficient length to enable normal engine operating temperature for 30 minutes or more, in order to
vaporize excess moisture and fuel, may give the customer the impression of excessive oil consumption.
Engine Temperature
If an engine is run at overheated temperatures (see Owner's Manual or Service Manual) for more than brief periods, oil will oxidize at a faster than
normal rate. In addition, gaskets may distort, piston rings may stick, and excessive wear may result. Verify that all cooling system components are
in proper working order.
Engine Wear
Piston scuffing, excessive piston-to-wall clearance, tapered or out of round cylinders, worn, damaged or improperly installed valve guides, seals
and piston rings will all cause an increase in oil consumption.
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Engines require a period of time to BREAK IN so that moving parts are properly seated. Therefore, oil economy should not be tested until the
vehicle has accumulated at least 6400 km (4000 mi). An exception would be allowed only if an engine is reported to be using more than 0.946 liter
(1 qt) in 1600 km (1000 mi).
2. Verify that the engine is at normal operating temperature (see Owner's Manual or Service Manual).
4. Wait at least 15 minutes, after the engine is shut off, before checking the oil level to make sure that the oil has had time to drain back into the
crankcase.
5. Verify that the oil level is at, but not above, the full mark on the dipstick, and that the proper viscosity and quality oil are being used as
recommended in the Owner's Manual.
6. Record the vehicle mileage, date, and exact oil level on the form shown above.
7. Ask the customer to verify the oil level, each time the vehicle is fueled, following steps 16 and return the vehicle to the dealership if the oil
level is found at or below the add mark, 0.946 liter (1 qt) low. If the oil level remains above the add mark, the customer should continue to
operate the vehicle and verify the engine oil level until 3200 km (2000 mi) has accumulated before returning to the dealership for a final
evaluation.
8. If the final evaluation shows that the engine uses more than 0.946 liter (1 qt) in 3200 km (2000 mi), follow the published symptom
diagnostics as described in the appropriate Service Manual. If the oil consumption test shows that the engine uses less than 0.946 liter (1 qt)
in 3200 km (2000 mi), explain to the customer that their engine meets the guidelines for oil consumption.
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¡Çs 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¡Çs tire placard. The tire placard is located on the driver¡Çs 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 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.
^ 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.
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Improper tire inflation may result in any or all of the following conditions:
^ Harsh ride
^ Poor handling
Disclaimer
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
Supercede:
This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 04-07-30-017A (Section 07 -
Transmission/Transaxle).
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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.
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
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
Subject:
Non-approval of "Clipping" (Sectioning of Two Vehicles) For Collision Repair
Models:
2000-2010 GM Passenger Cars and Trucks (Including Saturn and Saab)
2003-2010 HUMMER H2, H3, H3T
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Supercede:
This bulletin is being revised to add model years through 2010. Please discard Corporate Bulletin Number 07-08-98-001 (Section 08 - Body and
Accessories).
General Motors does not approve the use of "clipping" to repair collision damage to vehicles. In the collision repair industry, "clipping" refers to
cutting two damaged vehicles through the windshield pillars, the rocker panels, and across the floor pan and joining the undamaged portions from
these vehicles to make the repair.
The use of "clipping" voids GM's New Vehicle Limited Warranty (and any variety of the GM Protection Plan, as well as GM's new vehicle service
part and corrosion warranties) for each part in the clip.
GM does not sanction clipping repair because it cuts across the major load-bearing paths of a vehicle and can reduce the structural integrity of the
repaired vehicle. This is extremely critical because of the increase in the use of Advance High Strength Steel (AHSS). Improper repairs can lead to
vehicle performance issues related to noise, vibration and handling problems.
GM recommends replacing body components at factory seams. When applicable, GM will provide a specific service part for collision repair frames,
or provide repair information on how to create specific parts from a complete service assembly. Frame repair procedures for select GM vehicles are
available at http://www.goodwrench.com/gmgoodwrenchjsp/gmspo/techrepair_index.jsp. These parts and procedures provide a practical and
cost-effective alternative to clipping. GM provides vehicle specific collision repair procedures which are developed to be in a location and fashion
that will yield panel strength comparable to the original panel strength. Replacing damaged parts of a vehicle designed to crush in a collision may
reduce occupant protection in a future collision.
GM has not tested or validated a "clipped vehicle" repair; therefore, GM cannot endorse this type of repair or confirm the crash performance during
a subsequent collision. GM recommends the use of genuine GM parts in repairs to help ensure the vehicle is returned to pre-collision condition.
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 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
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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
Subject:
Information On Curb Park Assist And Memory Related Issues On Outside Rearview Mirrors
Models:
2008 and Prior GM Passenger Cars and Trucks (Including Saturn) (Excludes Cadillac SRX)
2008 and Prior HUMMER H2, H3
2007 and Prior Saab 9-7X
with Memory Mirrors
Supercede:
This bulletin is being revised to indicate that technicians should reprogram the driver's side door module for a memory or curb park assist issue.
Please discard Corporate Bulletin Number 07-08-64-022A (Section 08 - Body and Accessories).
A large number of mirrors are being returned through the Warranty Parts Center (WPC) with customer comments of curb park assist and memory
setting issues. Returned part analysis indicates that the mirrors are found to be fully functional. If you have a memory or curb park assist issue,
check the wiring, the respective door module and reprogram the driver's door module with the latest software in TIS.
Disclaimer
Technical Service Bulletin # 08089C Date: 081118
Subject:
08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION
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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.
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
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Involved are certain vehicles within the VIN breakpoints shown above.
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).
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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.
Disclaimer
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.
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:
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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.
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.
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.
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 switch lighting connector.
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.
4.1. 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:
5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D).
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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).
5.5. 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.
7.1. 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).
7.3. If equipped, connect the rear seat heater's connector and install the switch.
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).
8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting.
9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8.
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.
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.
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:
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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 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.
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:
4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D).
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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).
4.5. 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.
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.
6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats - Adjustment/Replacement.
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).
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6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C).
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.
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6.16. Remove the console (F) together with the OnStar(R) control modules.
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.
6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement.
7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring:
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7.1. Remove the console (A) together with the OnStar(R) control modules.
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.
8.2. Remove the console (A) together with the OnStar(R) control modules.
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).
9. Fold down the left-hand rear side hatch in the luggage compartment.
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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.
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).
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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.
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.
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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).
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.
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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.
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.
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.
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4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B).
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).
4.6. Connect connector (A) and secure the cable using a cable tie (B).
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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.
7.3. Disconnect the connector (B) from the OnStar(R) control module.
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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.
10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description.
Subject:
Hem Flange Rust Repair
Models:
2009 and Prior Passenger Cars and Trucks (Including Saturn)
2009 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
Supercede:
This bulletin is being revised to add the 2009 model year and revise the Approved Refinish Materials booklet. Please discard Corporate Bulletin
Number 02-08-98-002B (Section 08 - Body and Accessories).
In the event that hem flange corrosion becomes a concern, a new tool has been released by Kent Moore, J 46162, which allows for easier opening
of the hem flange.
Repair Procedure
2. Clean the hem flange area with wax and grease remover.
3. Using Kit J 46162, insert the tool into an air impact gun and open the hem flange up starting at one end.
4. Clean out the corrosion by "sand blasting" or by using *3M(R) Strip Disc, P/N 07460.
Important:
7. Apply a bead of *LORD FUSOR, P/N 108B or 109B, adhesive to the hem flange. Follow the manufacturer's recommendations for use.
Important:
Refer to the 2009 GM Approved Refinish Materials booklet (GMW-15406) for specific products.To access the booklet, go to
www.gmgoodwrench.com. Click on For Body Shops & Service at the bottom of the page. Then click on GM Collision Parts. From this page, select
Collision Technical Repair Information. Finally, select Paint Shop.
*We believe these sources 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 these firms or for any such items which may be available
from other sources.
Parts Information
To order this tool (J 46162), call Kent Moore at 1-800-GMTOOLS. LORD FUSOR and 3M(R) Strip Disc may be obtained from your local body
shop supplier.
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Subject:
Marks/Stains on Windshield When Wet (Clean Windshield)
Models:
2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab)
2010 and Prior HUMMER H2, H3
Supercede:
This bulletin is being revised to update the models and model years. Please discard Corporate Bulletin Number 09-08-48-002 (Section 08 - Body
and Accessories).
Condition
Some owners may comment that marks/stains appear on the windshield when the windshield is wet.
Cause
This condition may be caused by contact between the windshield and the vacuum hoses or other tools used in the assembly process. This contact
may leave a residue that creates a water repellent surface on the glass which, in wet conditions, appear as marks/stains on the surface.
Correction
Important
DO NOT REPLACE THE WINDSHIELD FOR THIS CONDITION.
To clean the windshield, use Eastwood Glass Polishing Compound*. Follow the manufacturer's directions for product use. Use only hand tools. DO
NOT USE POWER TOOLS.
Parts Information
http://www.eastwoodco.com/
*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.
Warranty Information
Disclaimer
Subject:
Use of Chrome or Chrome Plated Steel Valve Caps on Aluminum Valve Stems
Models:
2010 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 include the 2010 model year. Please discard Corporate Bulletin Number 08-03-10-005 (Section 03 - Suspension).
This bulletin is being issued to inform dealers about the use of chrome or chrome-plated steel valve caps on aluminum valve systems.
Dealers/customers cannot install a chrome or chrome-plated steel valve cap on an aluminum valve system. If this happens, the contact between the
different metals results in galvanic corrosion, which will seize the cap to the stem and may fracture the stem when attempting to remove the cap.
Inform customers of corrosion issues when chrome or chrome-plated steel valve caps are used on aluminum valve stems.
Subject:
Seat Belt Buckle Latching Issues and/or Seat Belt Warning Lights Illuminated
Models:
2010 and Prior GM Passenger Cars and Trucks (Including Saturn)
2010 and Prior HUMMER H2, H3
2010 and Prior Saab 9-7 X
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.
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.
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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.
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.
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)
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.
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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.
Bulletin Format
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.
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.
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.
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TOOL INFORMATION
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:
* 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.
WARRANTY INFORMATION
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Important
Brake lathe calibration should be performed and recorded monthly or if you are consistently measuring high LRO after rotor refinishing.
Disclaimer
2. Measure rotor thickness. In order to determine if the rotor can be refinished, do the following steps:
Important
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
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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).
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.
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.
Important
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
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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.
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.
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.
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.
2. Refinish or replace the rotor (see Service Information for further details).
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.
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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:
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.
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
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.
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).
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.
Important
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.
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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.
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.
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.
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:
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.
- 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;
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- 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.
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
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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.
- Q: How do on-car lathes react to Axle Float? Does the play affect the machining of the rotor, either surface finish or LRO?
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.
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
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the brake pads/calipers which can lead to other brake concerns and comebacks.
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 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 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.
- 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
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 586
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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:
Subject: Air Conditioning Odor (Install Evaporator Core Dryer Kit and Apply Cooling Coil Coating)
Models:
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
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re-occurrence. To accomplish this, perform the following procedure:
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.
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)).
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.
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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
Disclaimer
Models:
..........................................................................................................................................................................................................................................
Supercede:
This bulletin is being revised to add the 2010 model year. Please discard Corporate Bulletin Number 01-08-42-001F (Section 08 - Body &
Accessories).
..........................................................................................................................................................................................................................................
The following information is being provided to better define the causes of condensation in exterior lamps and includes guidelines for determining
the difference between a lamp with a normal atmospheric condition (condensation) and a lamp with a water leak.
Some exterior lamps, such as cornering, turn signal, backup, headlamps or tail lamps may exhibit very small droplets of water, a fine mist or white
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fog (condensation) on the inside of the lamp lens. This may be more noticeable on lamps with "multi-lens" designs and may be normal during
certain weather conditions.
Condensation occurs when the air inside the lamp assembly, through atmospheric changes, reaches the "dew point". When this takes place, the
moisture in the air within the lamp assembly condenses, creating a fine mist or white fog on the inside surface of the lamp lens.
Most exterior lamps on General Motors vehicles use a vented design and feature a replaceable bulb assembly. They are designed to remove any
accumulated moisture vapor by expelling it through a vent system. The vent system operates at all times, however, it is most effective when the
lamps are ON or when the vehicle is in motion. Depending on the size, shape and location of the lamp on the vehicle, and the atmospheric
conditions occurring, the amount of time required to clear the lamp may vary from 2 to 6 hours.
Completely sealed headlamp assemblies (sealed beams) are still used on a limited number of models being manufactured today. These lamps
require the replacement of the complete lamp assembly if a bulb filament burns out.
Condensation
2006 TrailBlazer Shown
A Fine Mist or White Fog on the Inside Surface of the Lamp Lens Occurring After a Period of High Humidity
- May be located primarily in the lens corners (near the vents) and SHOULD NOT cover more than half the lens surface.
- The condition should clear of moisture when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON.
- A comparison of the equivalent lamp on the opposing side of the vehicle indicates a SIMILAR performance.
If the above conditions are noted, the customer should be advised that replacement of a lamp assembly may not correct this condition.
Water Leak
New Style Pickup Shown
Numerous & Various Size Drops of Water Collecting on the Inside Surface of the Lamp Lens After the Vehicle Has Been Exposed to Rain
or a Car Washing Environment
- A condition that covers more than half the surface of the lamp lens.
- An accumulation of water in the bottom of the lamp assembly.
- A condition that WON'T clear when the vehicle is parked in a dry environment, or when the vehicle is driven with the lights ON.
- A comparison of the equivalent lamp on the opposing side of the vehicle indicates a different performance.
Any of the above conditions would indicate the need to service the lens or lamp assembly.
Disclaimer
Subject: Information on Eliminating Noise in Audio System When Using Portable Playback Device
Models:
..........................................................................................................................................................................................................................................
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 06-08-44-015A (Section 08 - Body and
Accessories).
..........................................................................................................................................................................................................................................
Some portable audio equipment may be susceptible to certain types of electronic noise present in the vehicle's 12V power outlet.
- If the audio device is capable of being self-powered (battery), use it that way instead of plugging it into the vehicle's power outlet.
- Have the customer purchase a Ground Loop Isolator, such as *Radio Shack Catalog #270-054. This device plugs in between the radio and
the customer's audio device. It is packed with one included Y-Adapter. If purchasing the *Radio Shack product, you will require an
additional Y-Adapter (Catalog #274-369). This device should be installed between the audio player and the AUX input of the vehicle radio.
These catalog numbers are stocked nationally at *Radio Shack Retail Stores in the U.S. and are currently available. Other similar products are
available through other electronics or car stereo retailers defined as Ground Loop Isolators.
Parts Information
Parts are currently available nationally in the U.S. through *Radio Shack retail locations or through the mail at Radio Shack direct ordering
1-800-843-7422. In Canada, parts are available nationally through *The Source By Circuit City retail locations or at www.thesourcecc.com.
*We believe these sources 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 these firms or for any such items that
may be available from other sources.
Disclaimer
Technical Service Bulletin # 05-08-51-008C Date: 090622
Subject: Bumps or Rust Colored Spots in Paint Due to Rail or Iron Dust (Remove Rail Dust)
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Models:
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-08-51-008B (Section 08 - Body and Accessories).
Condition
Visible rust colored spots or bumps on a vehicle's paint surface from rail or iron dust.
Cause
Rail dust comes from tiny iron particles produced from the friction between train wheels and the tracks and gets deposited on the vehicle surfaces.
Iron dust can get deposited on the surface if the vehicle is stored near any operation producing iron dust such as an iron ore yard. Either material
can lay on top of, or become embedded in, the paint surface.
Correction
Because the severity of the condition varies, proper diagnosis of the damage is critical to the success of repairs. Diagnosis should be performed on
horizontal surfaces (hood, roof, deck lid, pick up box, etc.) after the vehicle has been properly cleaned. There are two types of repair materials
recommended to repair rail dust or iron dust:
Caution
Rail dust remover (Oxalic Acid) is an acidic substance containing chemicals that will break down the iron particles embedded in the finish. When
working with rail dust remover, use the necessary safety equipment, including gloves and goggles. Follow the chemical manufacturer's directions
closely because it may require special handling and disposal.
If, upon inspection, some particles are still present, the various chemical manufacturer's processes can be repeated.
After the removal process, small pits may remain in the clearcoat and can be corrected, in most cases, with a finesse/polish operation.
Procedure
1. Move the vehicle to a cool shaded area and make sure that the vehicle surfaces are cool during the removal process. DO NOT PERFORM
THE REMOVAL PROCESS IN DIRECT SUNLIGHT OR ON A VEHICLE WITH HOT OR WARM BODY PANELS.
2. Wash the vehicle with soap and water. Dry it immediately and clean the affected areas with a wax and grease remover.
3. Perform the removal process according to the chemical manufacturer's directions.
Once the damage has been repaired, the final step involves a polishing process.
If rail dust remover is not available in your area, call one of the numbers listed above for a distributor near your location.
Important
Refer to the Policy & Procedures Manual, section 1.2.1.7 for detailed information regarding warranty coverage for this condition.
Important
In certain cases where the vehicle finish is severely damaged and the actual repair time exceeds the published time, the additional time
should be submitted in the "Other Labor Hours" field.
Disclaimer
Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement
Models:
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.
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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
Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool -
Drive Belt
Models:
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.
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:
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.
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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.
- 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.
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Tool Information
Please visit the GM service tool website for pricing information or to place your order for this tool.
Disclaimer
Subject: Information on Replacement of Shock Absorbers and Struts Due to Fluid Leaks
Models:
Supercede:
This bulletin is being revised to add the 2010 model year and Inspection Procedures. Please discard Corporate Bulletin Number 05-03-08-002B
(Section 03 - Suspension).
This bulletin is intended to help identify the severity of shock absorber and strut fluid seepage. Improper diagnosis may lead to components being
replaced that are within the manufacturer's specification. Shock absorbers and strut assemblies are fluid-filled components and will normally exhibit
some seepage. Seepage is defined as oil film or dust accumulation on the exterior of the shock housing. Shock absorbers and struts are not to be
replaced under warranty for seepage. Use the following information to determine if the condition is normal acceptable seepage or a defective
component.
Important
Electronically controlled shock absorbers (MR) may have a tendency to attract dust to this oil film. Often this film and dust can be wiped
off and will not return until similar mileage is accumulated again.
Inspection Procedure
Note
The shock absorber or strut assembly DOES NOT have to be removed from the vehicle to perform the following inspection procedure.
Use the following descriptions and graphics to determine the serviceability of the component.
Shock Absorbers
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1. Oil or fluid residue only on the bottom or top of the shock absorber and not originating from the shaft seal (the upper part of the lower shock
tube).
2. Light film/residue on approximately 1/3 (a) or less of the lower shock tube (A) and originating from the shaft seal.
Replace shock absorbers displaying conditions 3 and 4 levels of leaks.
3. Oil drip or trail down the lower shock tube and originating from the shaft seal.
4. An extreme wet film of oil covering more than 1/3 (b) of the lower shock tube and originating from the shaft seal.
1. Oil or fluid residue only on the bottom of the lower shock absorber tube or the coil-over shock absorber components and not originating from
the shaft seal (located at the top of the coil-over shock tube).
2. Light film/residue on the shock absorber tube, but not on the spring seat and originating from the shaft seal.
Replace coil-over shock absorbers displaying conditions 3 and 4 levels of leaks.
3. Oil drip or trail down the lower shock tube and originating from the shaft seal.
4. An extreme, wet film of oil covering the shock absorber tube and pooling in the spring seat and originating from the shaft seal.
Struts
1. Oil or fluid residue only on the bottom of the strut tube or on other strut components and not originating from the shaft seal.
2. Light film/residue on the strut tube, but not on the spring seat and originating from the shaft seal.
Replace Struts displaying conditions 3 and 4 levels of leaks.
3. Oil drip or trail down the strut tube and originating from the shaft seal (located at the top of the strut tube).
4. Extreme wet film of oil covering the strut tube and pooling in the spring seat and originating from the shaft seal.
Correction
Disclaimer
Models:
Supercede:
This bulletin is being revised to add model years and update the parts and procedure information. Please discard Corporate Bulletin Number
99-08-64-016B (Section 08 - Body and Accessories).
Exterior weatherstrips are exposed to a variety of environmental elements, including UV rays, acid rain, insect and bird residue and atmospheric
fallout. All of these may effect the appearance of the weatherstrips; however, they do not effect the functionality of the weatherstrip.
Weatherstrips that are discolored should not be replaced under the normal GM New Vehicle Warranty.
Silicone grease on weatherstrips will make them last longer, seal better, and not stick or squeak. Clean the weatherstrips with a mild soap and water
solution. Apply silicone grease with a clean cloth. During very cold, damp weather, frequent application may be required. Refer to the information
below for the recommended maintenance products. Weatherstrips that are not maintained may crack and weather due to environmental elements.
Parts Information
Weatherstrip Conditioning Weatherstrip Lubricant (GM P/N 3634770 [in Canada, P/N 10953518]) or Dielectric Silicone Grease (GM P/N
12345579 [in Canada, P/N 992887]).
Disclaimer
Technical Service Bulletin # 02-07-30-052F Date: 090909
Subject: Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow(R)
Models:
2010 and Prior Passenger Cars and Light Duty Trucks (Excluding Saturn)
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 598
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2003-2010 HUMMER H2
2006-2010 HUMMER H3
2010 and Prior Saturn Vehicles (Canada Only)
with Automatic Transmission/Transaxle including Allison(R) Transmissions
Supercede:
This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 02-07-30-052E (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.
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 is available for the Tranflow(R) transmission cooling system flushing tool P/N J 45096. 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 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.
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Important
All labor operations that include removal of the transmission from the vehicle 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.
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 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 net item column of the warranty claim document.
The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the repair order 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.
In Canada, the Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the repair order. 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.
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Disclaimer
Technical Service Bulletin # 06-08-111-004B Date: 090925
Subject: Information on Discoloration, Blistering, Peeling or Erosion of Various Exterior Emblems Including Chevy Bowtie (Bulletin Cancelled)
Models:
Supercede:
This bulletin is being cancelled. Please discard Corporate Bulletin Number 06-08-111-004A (Section 08 - Body & Accessories).
Subject: Clear Stain or Film on Inside Perimeter of Windshield Glass (Clean/Polish Glass)
Models:
2010 and Prior Passenger Cars and Trucks (Including Saturn and Saab)
2010 and Prior HUMMER H2, H3
Condition
Some customers may comment on a clear stain or film on the inside of the windshield glass. This condition appears along the outer edges of the
glass along the top, bottom or A-pillar areas. Normal glass cleaning procedures will not remove the stain.
Cause
The assembly plant uses a clear sealer/primer on the outer edge of the windshield glass to improve adhesion to the urethane adhesive that bonds the
windshield glass to the vehicle body. Excess sealer/primer may drip or flow onto the windshield and cause a stain. Once the sealer/primer dries, it
may appear to have etched the glass.
Correction
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Note
A "white" type of toothpaste is recommended for this repair. Gel-type toothpaste may provide less satisfactory results.
Use a small amount of toothpaste on a soft, cotton cloth to polish the stained area. It may be necessary to wrap the cloth around a paint stir stick or a
similar tool to reach the lower corners of the windshield glass.
After polishing the glass, clean the inside of the windshield glass with a clean, damp, cotton cloth and verify all of the stain is removed. Do not use
any cleaners or solvents - use only clean warm water.
Disclaimer
Models:
2010 and Prior 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 2010 model year and remove Isuzu from the models. Please discard Corporate Bulletin Number
03-07-29-004E (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
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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.
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).
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.)
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Disclaimer
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.
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:
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- Chevron
- Chevron-Canada
- QuikTrip
- Conoco
- Phillips 66
- 76
- 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
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.
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.
TOP TIER Detergent Gasoline standards were developed by six automotive companies: Audi, BMW, General Motors, Honda, Toyota and
Volkswagen.
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.
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
Subject: Mounting, Balancing and Installation of Accessory Wheels and Tires Available Through GM Accessories
Models:
2010 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn, EXCLUDING Astra)
2003-2010 HUMMER H2
2006-2010 HUMMER H3
Supercede:
This bulletin is being revised to add the 2010 model year. Please discard Corporate Bulletin Number 08-03-10-004 (Section 03 - Suspension).
This bulletin is intended to offer comprehensive instructions to GM Dealers and authorized GM Accessory Distributor/Installers as to the proper
methods for mounting, balancing, and installing accessory wheels and tires. Adherence to these methods will ensure that the vehicle delivered to the
customer is of the highest quality.
2. Insert the sensor in the wheel hole with the air passage facing away from the wheel
3. Install the sensor nut and position the sensor body parallel to the inside wheel surface while tightening the nut.
Tighten
Tighten the sensor nut to 7 Nm (62 lb in).
Tire Mounting
Important
When mounting the tires, use the 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 allow the tire to slip on the rim resulting in imbalance or braking failure. A corrosive
type compound can cause tire or rim deterioration.
1. Verify that the tire is at least 15°C (60°F) prior to mounting and inflating.
2. Apply GM Vehicle Care Rubber Lubricant, P/N 12345884 (Canadian P/N 5728223), to both of the tire beads and both of the wheel bead
hump areas for full circumference.
Important
Mounting operation and wheel assembly must be completed within 15 minutes of applying lubricant to ensure proper assembly and
inflation. Excess lubricant (drips and runs) in the tire must be avoided as it affects balance and may cause tire slippage on wheels
during vehicle operation.
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3. Position the rim so the TPM valve stem (1) is situated at the 3 o'clock position relative to the head (2). This will protect the TPM sensor body
by ensuring that the bead is under the least amount of tension when it passes over it.
Important
Some GM Accessory wheels have a "reverse-rim" design and will be marked as such. "Reverse-rim" wheels should be positioned
face-down for tire mounting, taking care not to damage the face of the wheel.
4. Using the tire changer, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim.
5. After the bottom bead is on the wheel, reposition the wheel and tire so that the TPM valve stem is again situated at the 3 o'clock position
relative to the head. This will protect the sensor while mounting the tire bead to the outside of the wheel.
6. Using the tire changer, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim.
Danger
To avoid serious personal injury, do not stand over the tire when inflating. The bead may break when the bead snaps over the safety
hump. Do not exceed 40 psi (275 kPa) pressure when inflating any tire if beads are not seated. If 40 psi (275 kPa) pressure will not
seat the beads, deflate, relubricate the beads and reinflate. If greater than 40 psi (275 kPa) is required to install the tire on the wheel,
a safety cage must be used. Overinflation may cause the bead to break and cause serious personal injury.
7. Inflate the tire until it passes the bead humps. Be sure that the valve core is not installed at this time.
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8. Install the valve core to the TPM's valve stem.
9. Set the inflation pressure to 40 psi (275 kPa). It will be readjusted to the proper placard pressure when it is installed on the vehicle. This
higher pressure allows for losses due to temperature change or any leakage that may occur prior to installation on the vehicle.
Important
Aggressive accelerating and braking should be avoided for the first 24 hours after the tires have been mounted to avoid the tire slipping on
the rim.
Tire/wheel balancing equipment should be checked for proper calibration every two weeks. Check the calibration of the tire and wheel assembly
balancer according to the manufacturer's recommendations or perform the following test:
Important
If the balancer fails any of the steps in this calibration test, the balancer should be calibrated according to the manufacturer's
instructions. If the balancer cannot be calibrated, contact the manufacturer for assistance.
1. Spin the balancer without a wheel or any of the adapters on the shaft.
2. Inspect the balancer readings.
Specification
Zero within 0.25 oz (7 g).
3. If the balancer is within the specification range, balance a tire and wheel assembly - that is within radial and lateral runout tolerances - to
ZERO, using the same balancer.
4. After the tire and wheel assembly has been balanced, add a 3 oz (85 g) test weight to the wheel at any location.
5. Spin the tire and wheel assembly again. Note the readings.
- In the static and dynamic modes, the balancer should call for 3 oz (85 g) of weight, 180 degrees opposite the test weight.
- In the dynamic mode, the weight should be called for on the flange of the wheel opposite the test weight.
6. With the assembly imbalanced to 3 oz (85 g), cycle the balancer five times.
7. Inspect the balancer readings:
Specification
Maximum variation: 0.25 oz (7 g).
8. Index the tire and wheel assembly on the balancer shaft 90 degrees from the previous location.
9. Cycle the balancer with the assembly at the new location.
10. Inspect the balancer readings:
Specification
Maximum variation: 0.25 oz (7 g).
11. Repeat Steps 8 through 10 until the tire and wheel assembly has been cycled and checked at each of the 4 locations on the balancer shaft.
1. Follow the balancer manufacturer's instructions to mount the wheel and tire assembly on the balancer.
2. Perform a dynamic balance on the tire and wheel per the manufacturer's instructions (dynamic balance is sometimes referred to as "couple"
balance). This will indicate the correct amount of balance weight to add at two positions on the wheel.
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Adhesive Weight
Clip-On Weight
3. Install a clip-on balance weight on the inboard wheel flange per the weight indications on the balancer.
- Use only MC-series polyester-coated weights at this location. GM Accessory wheels have an MC-rim contour at the inboard location.
- Use only a nylon or plastic tipped hammer to avoid damaging the weight coating or the wheel finish.
- Never strike a wheel weight more than twice. If it doesn't seat properly after two hits, discard it and try a new weight.
Important
Some older GM Accessory wheels may be MC style rims both inboard and outboard and should, therefore, use clip-on MC weights
in both positions. Some GM Accessory wheels may be flangeless on the inboard side. In this case, follow the instructions for applying
adhesive balanced weights. Place the adhesive weight on the face of the rim inner surface, as far inboard as possible (2).
4. Install adhesive balance weights at the outboard location (1) on the wheel per the weight indications on the balancer.
- Both the wheel and the weights must be at least 15°C (60°F).
- The area where the weights will be applied must be clean and dry. Wipe the area with a 50/50 mixture, by volume, of isopropyl alcohol
and clean water using a clean cloth. Allow to dry completely.
- Install adhesive weights just inboard of the wheel face on the rim inner surface.
- Apply a force of 21 lb (90 N) to the weights to achieve proper adhesion. This is very important to achieve proper adhesion.
When dynamically balancing a wheel and tire assembly, the maximum amount of balance weight that should be used at any one location on a wheel
is 5 oz (141 g). This means a maximum of 5 oz (141 g) on the outboard flange (or behind the wheel face, if adhesive weight is used), and maximum
of 5 oz (141 g) on the inboard flange (or on the inner rim surface).
If the balancer calls for greater than 5 oz (141 g) n either position, perform the following steps to reduce the weight:
Important
This is a static balance check only. The operating mode of the balancer must be changed from "dynamic or couple" to "static". The
balancer should feed back only a single weight value when in static mode.
- If static balance of wheel is 4 oz (113 g) or less, re-use wheel and reject the tire for excessive imbalance.
- If static balance of the wheel is greater than 4 oz (113 g), re-use the tire and reject the wheel for excessive imbalance.
When installing GM Accessory wheels and tires on a vehicle that have new TPM sensors installed in them, it is necessary to learn the new sensor
identification codes/locations into the vehicle's module. If the relearn procedure is not performed properly, the module will continue to try to
communicate with the original sensors that were removed from the vehicle. This will result in the vehicle displaying a TPM system malfunction
message once the vehicle is removed from the proximity of the original sensors for an extended period of time. Please see the Tire Pressure Sensor
Learn procedure in SI for the vehicle specific instructions.
Tire Placard
When installing GM Accessory wheels and tires on a vehicle, the new tire pressure placard (supplied with the GM Accessory wheel kit) must be
installed over the existing placard inside the driver's side door frame. This is required when the size of the GM Accessory tires is different than
those being removed from the vehicle.
The new tire placard should be located within the red box, over the top of the original tire label found on the door jamb. To locate the placard
within the red box use the upper left hand edge of the red line as a guide. When properly placed, the new tire placard will obscure the original tire
information. Be sure that the surface is clean and dry, and the surface temperature is not less than 21°C (65°F).
Note the front, rear, and spare (where applicable) tire inflation pressures shown on the new tire placard. The inflation pressure of new tires on the
vehicle must be adjusted to the values shown on the placard. Even if the tire size was not changed on the vehicle and the tire pressure placard was
not replaced, all of the tires must have their inflation pressures adjusted to match those shown on tire pressure placard.
When GM Accessory wheels and tires are installed on a vehicle that requires a different tire inflation pressure according to the Tire Inflation
Placard, the vehicle must be updated with the new pressure and tire type (P or LT). If this is not done the vehicle will incorrectly report low or high
tire pressure conditions incorrectly. Please see the Corporate Bulletin specific to the vehicle and wheel/tire application for detailed information on
updating of the tire type/pressure.
For proper vehicle operation and to ensure coverage under the provisions of the new vehicle warranty, the vehicle may require that certain control
modules be reprogrammed with the correct calibrations as soon as the GM Accessory wheels and tires are installed. Examples of the modules that
may be affected are Electronic Brake Control Module (for proper anti-lock brake and stability control performance) and Engine Control Module
(for proper speedometer/odometer function).
Please see the Corporate Bulletin specific to the vehicle and wheel/tire application for detailed information on module reprogramming.
Disclaimer
Subject: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires
Models:
2010 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 include additional model years. Please discard Corporate Bulletin Number 03-03-10-007D (Section 03 -
Suspension).
The purpose of this bulletin is to help explain that , under certain circumstances, a customer may notice a slight tire shake within the first few
miles/kilometers of vehicle operation.
Tires may be designed with a nylon overlay configuration engineered to enhance the tire's integrity at high speeds. This allows the tires to be driven
at higher speeds without excessive heat buildup.
Important
Before measuring tires on equipment such as the Hunter GSP 9700, the vehicle MUST be driven a minimum of 26 km (15 mi) to ensure
removal of any flat spotting (The tendency to "flat spot" is less likely as the tire accumulates mileage).
When parked overnight, or for a period of time, the tires may set (flat spot) and require a few miles/kilometers before heating up to their normal
operating temperature. Until the tires warm up, a slight tire shake may be felt but should subside quickly.
Important
DEALERS SHOULD REFRAIN FROM ATTEMPTING REPAIRS OR REPLACING COMPONENTS for this temporary tire flat
spotting condition.
Disclaimer
Models:
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.
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In addition, extensive warranty analysis has shown that the following situations are all significant root causes of PS pump failures:
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
Subject: Information on Side Door Window Glass Chipping Caused by Hanging Vehicle Key Lock Box
Models:
Supercede:
This bulletin is being revised to add vehicles and model years and to include all types of door window glass. Please discard Corporate Bulletin
Number 06-08-64-001A (Section 08 - Body & Accessories).
- In several warranty parts review cases, side door window glass was observed with a chip or chips on the top side of the window glass. Dealer
contacts confirmed that they use a vehicle key lock box on the front side door window glass.
- A random selection of side door glass returns will be conducted to confirm adherence. If a side door glass is discovered with a chip or chips
in the location previously described, the side door glass will be returned to the dealership for debit.
Example of Side Door Glass
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- DO NOT place a vehicle key lock box on a side door window glass.
Disclaimer
Subject: Information on Driveline Clunk Noise When Shifting Between PARK and DRIVE, PARK and REVERSE or DRIVE and REVERSE
Models:
2010 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 current model years. Please discard Corporate Bulletin Number 99-04-20-002E (Section 04 - Driveline/Axle).
Important
The condition described in this bulletin should not be confused with the following previous bulletins:
- Info - Discontinue Flushing and Replacing Transfer Case Fluid Due to Bump/Clunk Concern (Corporate Bulletin Number
99-04-21-004B)
- Clunk, Bump or Squawk when Vehicle Comes to Complete Stop or Accelerating from Complete Stop (Replace Rear Drive Shaft
Nickel-Plated Slip Yoke) (Corporate Bulletin Number 01-04-17-004B)
- Clunk Noise at Stop or From Launch (Clean/Lubricate Rear Propshaft Slip Yoke Splines) (Corporate Bulletin Number
09-04-21-003B)
- Bump Feel/Clunk Noise at Stop or From Launch (Clean/Lubricate Propeller Shaft Slip Yoke Splines) (Corporate Bulletin Number
09-04-17-002)
Some customers of vehicles equipped with automatic transmissions may comment that the vehicle exhibits a clunk noise when shifting between
Park and Drive, Park and Reverse, or Drive and Reverse. Similarly, customers of vehicles equipped with automatic or manual transmissions may
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comment that the vehicle exhibits a clunk noise while driving when the accelerator is quickly depressed and then released.
Note
Compare this complaint vehicle to a like vehicle. If the results are the same, this is a normal condition. For additional diagnostic information, refer
to the appropriate Service information.
Whenever there are two or more gears interacting with one another, there must be a certain amount of clearance between those gears in order for
the gears to operate properly. This clearance or freeplay (also known as lash) can translate into a clunk noise whenever the gear is loaded and
unloaded quickly, or whenever the direction of rotation is reversed. The more gears you have in a system, the more freeplay the total system will
have.
The clunk noise that owners sometimes hear may be the result of a buildup of freeplay (lash) between the components in the driveline.
For example, the potential for a driveline clunk would be greater in a 4-wheel drive or all-wheel drive vehicle than a 2-wheel drive vehicle. This is
because in addition to the freeplay from the rear axle gears, the universal joints, and the transmission (common to both vehicles), the 4-wheel drive
transfer case gears (and their associated clearances) add additional freeplay to the driveline.
In service, dealers are discouraged from attempting to repair driveline clunk conditions for the following reasons:
- Comments of driveline clunk are almost never the result of one individual component with excessive lash, but rather the result of the added
affect of freeplay (or lash) present in all of the driveline components.
Because all of the components in the driveline have a certain amount of lash by design, changing driveline components may not result in a
satisfactory lash reduction.
- While some owners may find the clunk noise objectionable, this will not adversely affect durability or performance.
- For additional diagnostic information, refer to the appropriate Service Information.
Disclaimer
Models:
Supercede:
This bulletin is being revised to add additional model years and remove one outside company reference. Please discard Corporate Bulletin Number
99-08-51-007C (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.
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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.
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 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.
Models:
Supercede:
This bulletin is being revised to add the 2010 model year. Please discard Corporate Bulletin Number 06-08-43-003A (Section 08 - Body and
Accessories).
Wiper Concerns
Most concerns about windshield wiper performance are the result of dirty wiper blades, damaged wiper blades, or worn out blades that are
continuing to be used beyond their useful life. Depending on environmental conditions, wiper blades can have dramatic differences in lifespan.
Here are some tips and guidelines to maximize wiper performance to avoid damage to the blades, and to avoid unnecessary replacements.
Many wiper blades are being replaced under warranty with reviews showing there is nothing wrong with the returned blades other than a build-up
of dirt. Additionally, advise the customer to review the information in their Owner Manual.
Scheduled Maintenance
- Inspect your wipers rubber blades every 4-6 months or 12,000 km (7,500 mi) for wear, cracking or contamination.
- Clean the windshield and the rubber wiper blades (using the procedure below) if the blades are not clearing the glass satisfactorily. If this
does not correct the problem, then replace the rubber elements.
Cleaning Procedure
Important
Avoid getting windshield washer fluid on your hands. Wear rubber gloves or avoid direct contact with washer fluid.
Important
Do not use gasoline, kerosene, or petroleum based products to clean wiper blades.
- Clean the rubber blades using a lint free cloth or paper towel soaked with windshield washer fluid or a mild detergent. You should see
significant amounts of dirt being removed on the cloth.
- Be sure to wash the windshield thoroughly when you clean the blades. Bugs, road grime, sap and a buildup of car wash/wax treatments may
additionally cause wiper streaking.
Tip
For a larger scale buildup on the windshield, use a non-abrasive cleaner such as Bon-Ami* (www.faultless.com) cleanser with a wet sponge,
being sure to use plenty of water to avoid scratching the glass. Flush the surface and body panels completely.
Tip
For day-to-day exterior glass cleaning and to maintain a streak free appearance, suggest Vehicle Care Glass Cleaner, P/N 89021822 (in
Canada, 992727). This product is an easy to use foaming cleaner that quickly removes dirt and grime from glass surfaces.
Tip
Interior glass should be cleaned with plain, clean water to eliminate any film or haze on the window and help prevent fogging, a major
customer dissatisfier. Refer to Corporate Bulletin Number 03-00-89-006D for more information. The New Vehicle Pre-Delivery Inspection
form also recommends using plain water to clean interior glass.
*"We believe this material 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 or equipment from these firms or any such items which may be available from other
sources.
The following are major contributors to wiper damage. Some of these you can control and others are environmental concerns.
- Extremely dusty areas (such as driving on dirt roads) may cause the wipers rubber edge to wear quickly and unevenly.
- Sand and salt used on roads for increasing winter traction and ice control will cause the wiper blades to wear quicker. Areas with significant
snowfall require more frequent blade replacements.
- Heat and time may cause the rubber blades to take a "permanent set" resulting in the rubber not flexing and turning over uniformly. This
condition may result in streaking and/or unwiped areas.
- Rubber blades are easily cut or torn when using ice scrapers. Likewise pulling blades up off a frozen windshield can tear the rubber. Exercise
caution when clearing ice and snow.
- Using your wipers to "wear through" frost and ice, instead of allowing the defrosters to melt the ice, can dull, nick or tear the rubber blades.
- Banging wipers on the glass to remove ice and snow may cause the blade to bend, dislodging the rubber and causing potential scratching of
the windshield.
- Ice can form in the pin joints of the wipers, which can cause streaking and unwiped areas. To remove ice from pin joints, compress the blade
and rubber edge with your hand to loosen the frozen joints. Consider using Winter Blades that have a rubber cover to avoid this condition.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 616
Chevrolet Venture V6-3.4L VIN E 2941
Disclaimer
Models:
2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn)
2010 and Prior HUMMER H2, H2 SUT, H3
Important
GM recommends that all dealers replace any existing inventory of lead wheel weights with approved, non-lead weights. The EPA and some
states (particularly California) are pressuring for the elimination of lead wheel weights. California dealers who continue to use lead wheel
weights after December 31, 2009 may be subject to suit under Proposition 65. If lead weights are scrapped, GM suggests they be sent to a
lead recycler for proper disposal.
GM has replaced all former styles of wheel weights with two designs of lead-free, clear-coat safe, adhesive-backed weights. The first design
replaces all "clip-on" style of weights and the second replaces all "stick-on" styles.
Important
The wheels must be cleaned prior to installation of any adhesive weights. Failure to properly clean the wheels may result in poor adhesion
of the weights.
The "clip-on" style comes on a roll and is "cut to length". The packaging of the wheel weight has a ruler on the box to measure the proper length of
material to achieve any desired amount of weight required. It is affixed to the wheel in the same location as a traditional clip-on weight would but
utilizes an adhesive instead of the mechanical clip. The weight does not damage clear-coated surfaces.
The "stick-on" weight is 0.17 g (6 oz) in total mass, constructed of 24 individual 0.007 g (0.25 oz) weights. It is affixed to the wheel in the same
location as a traditional stick on weight positioned in the interior of the wheel. The weight is low profile and does not diminish proper caliper to
wheel clearances. You may use as much or as little of the 0.17 g (6 oz) total weight of the product as required and more product may be used if the
application calls for additional weight.
Parts Information
Disclaimer
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 617
Chevrolet Venture V6-3.4L VIN E 2942
Subject: Repair Information for Reconnection of Rear Window Defroster Contact or Tab
Models:
Supercede:
This bulletin is being revised to add the 2010 model year. Please discard Corporate Bulletin Number 03-08-48-006F (Section 08 - Body and
Accessories).
Repair Suggestions
In many cases the terminal tab will still be in the connector when you examine the vehicle. For Chevrolet Tahoe, Suburban, GMC Yukon, and
Cadillac Escalade vehicles (with moveable glass), always replace the defroster tab (GM P/N 25916031) and the defroster electrical power connector
(P/N 12034110). For all other vehicles, reconnect the original defroster tab.
In most applications it is preferable to create a new solder connection to reattach a separated rear defroster tab. If you take note of the steps below,
it is possible to create a new solder joint that is equal to, or stronger than, the original. The generic procedure below is not very time intensive, but
does include minor preparation work to create a good bonding surface. Be sure to follow each of the steps, as combined they will produce the
strongest bond possible. Please consider the following before attempting the repair:
- Soldering introduces significant heat to the glass window of the vehicle. When performing the re-connection of the tab, use only the heat
required to do the job. Pre-heat the soldering iron and have the solder in your other hand, ready to go, the moment you have enough heat to
melt the solder.
- If it is winter, bring the vehicle into the service garage and remove any snow from the back window area. Allow time for the glass to warm to
the temperature inside the building. Soldering creates a "hot spot" in the glass. DO NOT solder on cold glass.
Caution
Heating the glass excessively, or repeatedly without time to cool, may result in glass breakage. ALWAYS wear safety glasses when
performing this repair!
- You MUST use a silver-bearing solder to make the connection. DO NOT attempt this repair with conventional tin/lead alloy solders. Silver
bearing solder will adhere to the electrical buss bar, making a strong and lasting repair.
- Protect surfaces under the area to be soldered. It is very easy to drip solder when performing this repair. Pacing a shop towel under the
soldering area is sufficient protection.
Soldering Procedure
1. It is imperative to remove and replace the rear defroster electrical power connector by crimping a new connector to the feed wire. The proper
connector P/N 12034110 can be found in the Packard Electrical Assortment, Tray 18, Position 5.
- Insert Delphi pick 12094430 to depress the locking tab on the terminal.
- Insert Delphi pick 12094429 to release the secondary lock tab.
Important
DO NOT re-use the existing defroster tab on new-style full-size utility vehicles with moveable glass.
2. Connect the electrical connector to the defroster tab. Fully engage the connector. An improperly seated connector may cause excessive
resistance and impede the proper operation of the defroster. Add a small bead of solder to mate the electrical connector tab to the defroster
tab.
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3. Prepare the surface of the used defroster tab (not required for new tabs on new-style full-size utility models) and the defroster buss bar with
fine grain (500 grit) sandpaper or Emery cloth. It is not necessary to remove all of the original solder, but it should be scuffed sufficiently so
that no oxidation is present. The photo above shows a close up of a properly prepared surface.
Tip
You may want to mask the glass around the contact area with tape. This is easy to do and will allow you to safely prepare the contact surface
without the risk of scratching the glass or the black painted shading.
Important
Most rear glass has a black painted masking around the edge of the glass. When cleaning up the connection surface, be very careful
not to damage the surface of the black shading or the surface of the glass.
4. Wipe the newly prepared contact area with Kent Automotive* Acrysol(TM) (or equivalent) to remove any residual oil or dirt.
Important
You MUST use a silver-bearing solder to make the solder joint. DO NOT attempt this repair with conventional tin/lead alloy solders.
Most suppliers have this type of solder available and it is available nationally at Radio Shack(R)*. It is sold in several diameters and either
are acceptable for this repair.
5. For this step, it is permitted that two technicians be used if required. Heat the new connector on the surface of the buss bar that is to be
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Chevrolet Venture V6-3.4L VIN E 2944
soldered. Long nose pliers are suggested to hold the electrical connector and the defroster tab in place. Keep the solder ready and begin
flowing out the solder as soon as the melting temperature has been reached.
Tip
If a single technician is attempting this repair, it is beneficial to wrap one turn of the solder around the new contacts base. In this manner, as
the melting point of the solder is reached, a layer is deposited on the bottom side of the contact.
Important
Try to align the new contact so that it is positioned with the same orientation as the original contact.
6. The above illustrates an ideal finished solder joint. Additional stray solder will not harm the performance of the bond; however, while it is
unlikely that customers may refer to the appearance of the rear window defroster and its components as a positive styling feature of the
vehicle interior, it is easy to elicit the opposite reaction due to a poor cosmetic application.
*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
Acrysol(TM) can be ordered directly from Kent Automotive at 1-800-654-6333 (in Canada, 1-800-563-1717).
Radio Shack(R) products can be found nationally at retail locations, www.radioshack.com, or at 1-800-843-7422.
In Canada, use The Source by Circuit City(TM) - www.thesourcecc.ca or telephone 1-866-454-4426 (for English) or 1-866-544-4431 (for French),
or at an equivalent retail location.
Disclaimer
Subject: Unnecessary Flushing Services, Additive Recommendations and Proper Utilization of GM Simplified Maintenance Schedule to Enhance
Customer Service Experience
Models:
Supercede:
This bulletin is being revised to update the model years and add information about the proper transmission flush procedure. Please discard
Corporate Bulletin Number 04-06-01-029D (Section 06 - Engine/Propulsion System).
General Motors is aware that some companies are marketing tools and equipment to support a subsystem flushing procedures. These dedicated
machines are in addition to many engine oil, cooling system, fuel system, A/C, transmission flush and steering system additives available to the
consumer. GM Vehicles under normal usage do not require any additional procedures or additives beyond what is advised under the former Vehicle
Maintenance Schedules or the current Simplified Maintenance Schedules. Do not confuse machines available from Kent-Moore/SPX that are
designed to aid and accelerate the process of fluid changing with these flushing machines.
General Motors Corporation does not endorse or recommend engine crankcase flushing for any of its gasoline engines. Analysis of some of the
aftermarket materials used for crankcase flushing indicate incompatibility with GM engine components and the potential for damage to some
engine seals and bearings. Damage to engine components resulting from crankcase flushing IS NOT COVERED under the terms of the New
Vehicle Warranty.
If a specific model vehicle or powertrain need is identified, GM will issue an Authorized Service Document containing a procedure and, if required,
provide, make available, or require the specific use of a machine, tool or chemical to accomplish proper vehicle servicing. An example of this is
fuel injector cleaning. Due to variation in fuel quality in different areas of the country, GM has recognized the need for fuel injector cleaning
methods on some engines, though under normal circumstances, this service is not part of the maintenance requirements.
GM has published several gasoline fuel injector cleaning bulletins that fully outline the methods to be used in conjunction with GM Part Numbered
solutions to accomplish proper and safe cleaning of the fuel injectors with preventative maintenance suggestions to maintain optimum performance.
You may refer to Corporate Bulletin Numbers 03-06-04-030 and 04-06-04-051 for additional information on this subject.
Subsystem Flushing
Flushing of A/C lines, radiators, transmission coolers, and power steering systems are recognized practices to be performed after catastrophic
failures or extreme corrosion when encountered in radiators. For acceptable A/C flushing concerns, refer to Corporate Bulletin Number
01-01-38-006. This practice is NOT required or recommended for normal service operations.
The use of external transmission fluid exchange or flush machines is NOT recommended for the automatic or manual transmission. Use of external
machines to replace the fluid may affect the operation or durability of the transmission. Transmission fluid should only be replaced by draining and
refilling following directions in SI. Refer to Automatic/Manual Transmission Fluid and Filter Replacement.
The Automatic Transmission Oil Cooler Flush and Flow Test Tool is recommended for GM vehicles. Refer to Transmission Fluid Cooler Flushing
and Flow Test in SI using the J 45096.
General Motors takes great pride in offering our dealerships and customers high quality vehicles that require extremely low maintenance over the
life of the vehicle. This low cost of ownership builds repeat sales and offers our customers measurable economy of operation against competing
vehicles. Providing responsible services at the proper intervals will greatly aid your dealership with repeat business, and additional services when
required. Most customers appreciate and gain trust in the dealership that informs and offers them just what they need for continued trouble-free
operation. Examine your service department's practices and verify that all Service Consultants and Technicians focus on customer satisfaction,
vehicle inspections, and other products at time of service. Use this opportunity to upgrade the services you provide to your customers. Here are a
few suggestions:
- Take the time required to align your dealership service practices with the new GM Simplified Maintenance Schedule. Use the new vehicle
Owner's Manual Maintenance I and II schedules to create a "mirror image" in your advertising and dealer service pricing that is easily
understandable to your customer. Taking advantage of this new service strategy may greatly increase your dealership service sales and
customer retention while decreasing the frequency of visits and inconvenience to your customer.
- Review your program to ensure that all vehicles coming in are evaluated for safety and wear items. Examine all vehicles for tire condition,
signs of misalignment, brake wear, exterior lamp functionality, exhaust condition, A/C cooling performance, SRS or Air Bag MIL, along
with Service Engine Soon or Check Engine indicators. If the Service Engine Soon or Check Engine MIL is illuminated, it is vital that
you inform the customer of the concerns with ignoring the indicator and what the required repair would cost. In addition to the
possibility of increased emissions and driveability concerns, many customers are unaware that lower gas mileage may also result,
with additional cost to the customer.
- Be complete in your service recommendations. Some sales opportunities are not being fully pursued nationally. Focus on overlooked but
required maintenance that has real benefits to the customer. Many vehicles are equipped with cabin air filters. If these filters are used beyond
replacement time, they may impede airflow decreasing A/C and heating performance. Make sure these filters are part of your recommended
service. Note that some of our vehicles may not have been factory equipped but will accept the filters as an accessory.
- Express the value in maintaining the finish quality of the customer's vehicle at the Maintenance I and II visits. More fully utilize the vehicle
prep personnel you already have in place. In today's world, many people simply ignore the finish of their vehicle, at best infrequently using
an automatic car wash for exterior cleaning. Offer vehicle detailing services in stages from just a wash and wax to a complete interior
cleaning. When paired with the Simplified Maintenance visit, this will increase customer satisfaction. On return, the customer gets a visibly
improved vehicle that will be a source of pride of ownership along with a vehicle that is now fully maintained. Also, reinforce the improved
resale value of a completely maintained vehicle.
- For customers who clean and maintain the appearance of their vehicles themselves encourage the use of GM Vehicle Care products. Many
customers may have never used GM Car Wash/Wax Concentrate, GM Cleaner Wax or a longtime product, GM Glass Cleaner, which is a
favorite of many customers who try it just once. If your dealership give samples of these products with new car purchases, customers may
already be sold on the product but not willing to make a special trip to the dealership. Capitalize on sales at this time. Stock shelves right at
the Service counter with these products and consider instituting compensation programs for Service Consultants who suggest these products.
Many consumers faced with an intimidating wall full of car care products sold at local auto parts stores may find it comforting to purchase a
fully tested product sold by GM that they know will not harm the finish of their vehicle. We suggest these competitively priced basic vehicle
care products to emphasize:
In USA:
- #12378401 GM Vehicle Care Wash/Wax Concentrate 16 fl. oz. (0.473L)
- #89021822 GM Vehicle Care Glass Cleaner Aerosol 18 oz. (510 g)
- #12377966 GM Vehicle Care Cleaner Wax 16 fl. oz. (0.473L)
- #1052929 GM Vehicle Care Chrome and Wire Wheel Cleaner 16 fl. oz. (0.473L)
- #88861431 GM Vehicle Care Odor Eliminator 24 fl. oz. (0.710L)
In Canada:
- #10953203 GM Vehicle Care Wash & Wax Concentrate 473 mL
- #992727 GM Glass Cleaner Aerosol 500 g
- #10952905 GM Vehicle Care Liquid Cleaner/Wax 473 mL
- #10953013 GM Vehicle Care Chrome Cleaner and Polish 454 mL
- #10953202 GM Vehicle Care Wheel Brite 473 mL
- #88901678 GM Vehicle Care Odor Eliminator 473 mL
- Display signboards with the installed price for popular GM Accessories such as running boards and Tonneau Covers. Customers may not
think to ask about these desirable items at the time of a service visit.
- Finally, take advantage of the GM Goodwrench initiatives (Tire Program, Goodwrench Credit Card, etc. / Dealer Marketing Association
(DMA) Promotions in Canada) to provide the customer with more reasons to identify your dealership as the best place to go for parts and
service.
Remember to utilize ALL of the service aspects you possess in your dealership to satisfy and provide value to your customer. Many businesses
exist profitably as an oil change location, a vehicle repair facility, or a detailing shop alone. You already have the capabilities of all three and
provide these services with the inherent trust of your customer, under the GM Mark of Excellence.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 622
Chevrolet Venture V6-3.4L VIN E 2947
Disclaimer
Models:
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
Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels
Models:
2010 and Prior GM Cars and Trucks (Including Saturn and Saab)
2003-2009 HUMMER H2
2006-2010 HUMMER H3
Supercede:
This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-03-10-002D (Section 03 - Suspension).
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 623
Chevrolet Venture V6-3.4L VIN E 2948
Important
You may give a copy of this bulletin to the customer.
Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky or greenish in
appearance. They result from using cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels).
Soap and water is usually sufficient to clean chrome wheels, but if a cleaner must be used on chrome wheels, GM Chrome and Wire Wheel
Cleaner, P/N 1052929 (in Canada, use P/N 10953202), or equivalent, is recommended. Do not use cleaning solutions that contain hydrofluoric,
oxalic and most other acids on chrome wheels (or any wheels).
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.
Important
GM Chrome and Wire Wheel cleaner, P/N 1052929 (in Canada, P/N 10953202), has a mild phosphoric acid, which will not stain the
chrome. However, do not use this product on clear-coated aluminum wheels.
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.
Notice
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.
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.
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.
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 Warranty Manager approval.
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 GM Chrome and Wire Wheel Cleaner, P/N 1052929 (in Canada, use P/N 10953202). Follow the instructions as
indicated on the bottle for stubborn stains. 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.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 625
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Parts Information
*This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577.
Disclaimer
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
Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel.
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.
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- 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.
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
Important
The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair.
Disclaimer
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:
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
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.
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.
Disclaimer
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.
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.
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
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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.
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).
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.
Important
Do not install the repair unit in this step.
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
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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
1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively).
3. Being careful not to stretch the plug material, cut the plug flush with the outer tread.
2. Consult your repair material supplier for the proper stitching tool.
Safety Cage
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.
Models:
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension).
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.
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:
Important
These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled
conditions.
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.
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
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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 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
Subject: Information on Driver or Passenger Seat Head Restraint Concerns with Comfort, Custom Upholstery or Other Comfort Enhancing
Devices
Models:
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
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 637
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Subject: Replacement of Headlamp Assemblies Under Warranty and Use of GM vs. Non-GM Headlamp Assemblies
Models:
2010 and Prior GM Passenger Cars and Trucks (Including Saturn and Saab)
2010 and Prior HUMMER H2, H3
Supercede:
This bulletin is being revised to update parts identification and model years. Please discard Corporate Bulletin Number 08-08-42-005A (Section 08
- Body and Accessories).
This bulletin is being issued to inform dealers that whenever a headlamp replacement under warranty is necessary, be sure to use the correct
General Motors (GM) approved headlamp assembly.
Recent Warranty Parts Center reviews of headlamps replaced in the field show that some dealers have returned non-GM (counterfeit) headlamp
assemblies under warranty.
These non-GM headlamp assemblies (referred to as "knock-offs") are not made to GM specifications. Also, the appearance of these headlamp
assemblies are very close to the genuine parts. Refer to the figures below.
The figure above shows a non-GM or "knockoff" headlamp assembly. The lens stamping will read "EAGLE EYES." There are other companies
that manufacture replacement lamps that can be installed on a variety of GM vehicles.
These non-GM headlamp assemblies will not be honored under warranty. These are not original equipment and are not sanctioned as replacement
parts by GM.
Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other
Comfort Enhancing Devices
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Models:
Supercede:
This bulletin is being revised to update the model years and to add an Important statement. Please discard Corporate Bulletin Number
06-08-50-009D (Section 08 - Body and Accessories).
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
Models:
2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn)
2009 and Prior HUMMER H2, H3
2009 and Prior Saab 9-7X
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 639
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Supercede:
This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-08-64-011 (Section 08 - Body and
Accessories).
The electrochromatic (auto-dimming) outside rearview mirror used on the driver's side of many GM vehicles is slower to defrost than the passenger
side outside rearview mirror.
This is a normal condition. The glass on the driver's side electrochromatic mirror is twice as thick as the traditional glass on the passenger side
mirror. The heating elements for the mirrors on both sides draw the same wattage, therefore the driver's side mirror will take approximately twice as
long to defrost as the passenger mirror (approximately four minutes versus two minutes). Should a customer indicate that the driver's side heated
mirror is not functioning correctly, verify it's function based upon this information prior to replacing the mirror.
Models:
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.
Disclaimer
Models:
Supercede:
This bulletin is being revised to remove the 2010 model year. Please discard Corporate Bulletin Number 00-07-30-009C (Section 07 -
Transmission/Transaxle).
There may be some confusion about the Goodwrench(R) transmission assembly program and whether a Goodwrench transmission is new or
remanufactured.
Goodwrench transmissions for the current model year are new transmission assemblies. A new Goodwrench transmission may be identified by
inspecting the transmission stick-on label. The stick-on label will indicate "Manufactured by General Motors" and the identification tag is blue. A
remanufactured Goodwrench transmission may be identified by inspecting the transmission stick-on label. The stick-on label will indicate
"Remanufactured for General Motors" and the identification tag is black.
Models:
GM's carpeted and all-weather (rubber) floor mats are especially designed for use in specific GM vehicles. Using floor mats that were not designed
for the specific vehicle or using them incorrectly may cause interference with the accelerator or brake pedal. Please review the following safety
guidelines regarding proper driver's side floor mat usage with the customer.
Warning
If a floor mat is the wrong size or is not properly installed, it can interfere with the accelerator pedal and/or brake pedal. Interference with the
pedals can cause unintended acceleration and/or increased stopping distance which can cause a crash and injury. Make sure the floor mat does not
interfere with the accelerator or brake pedal.
- Do not flip the driver's floor mat over (in an effort to keep the floor mat clean)
- Do not place anything on top of the driver's floor mat (e.g. carpet remnant, towel)
- Do not place another mat on top of the driver's floor mat (e.g. do not place all-weather rubber mats over carpeted floor mats)
- Only use floor mats that are designed specifically for your vehicle
- When using replacement mats, make certain the mats do not interfere with the accelerator or brake pedal before driving the vehicle
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If your vehicle is equipped with a floor mat retaining pin(s) or clip(s), make certain the mat is installed correctly and according to the instructions.
After installing floor mats, make certain they cannot move and do not interfere with the accelerator or brake pedals.
Disclaimer
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Models:
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.
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 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
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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.
Important
The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order.
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.
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.
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Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern.
Disclaimer
Models:
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).
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.
The following tools have been made available to assist in proper wheel and tire removal and installation.
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:
Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub.
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
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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.
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.
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.
While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very
important 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
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Models:
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 03-08-98-002A (Section 08 - Body and Accessories).
This bulletin provides guidelines for repair shops that wish to use squeeze type resistance spot welding (or simply, spot welding) as an alternative to
MIG plug welding when performing collision repair procedures. The process of spot welding for attaching body panels and components has been
around for many years and is similar to the production welding process used in assembly plants. Spot welding may be applicable in similar
situations that are currently MIG plug welded.
Applicable components for this technology may be panels or components with flanges that are accessible with arms and tips supplied by the
equipment manufacturer. Welds from this equipment should be applied on a one-for-one basis, next to the production welds.
Here are some of the important factors in proper welding with this equipment.
Important
Proper use and safety training for each user of the equipment is a must.
- Use equipment from companies that are able to produce welds that meet industry standards for size and strength.
Equipment most likely to meet those standards at this time would be "inverter" technology and include the following suppliers (other
suppliers may have comparable equipment):
- Ensure that the building power source is capable of meeting the equipment manufacturer's power requirement specifications.
For example, fuse 60 amp, 208-230 V single or 3-phase, using supply wire of sufficient gauge to carry the current load. Consult with a
qualified electrician for wiring assistance.
- Prepare and perform sample welds for destructive testing made from similar materials. Perform this operation for each vehicle repaired and
prior to actual repair.
- Proper equipment maintenance
- Proper weld tip alignment and maintenance
- Ensure that metal flanges are clean and conform to each other
A more complete description of these practices and standards can be found in the following publications:
Disclaimer
Subject: Replacement of Headlamp Assemblies Under Warranty and Use of GM vs. Non-GM Headlamp Assemblies
Models:
2010 and Prior GM Passenger Cars and Trucks (Including Saturn and Saab)
2010 and Prior HUMMER H2, H3
Supercede:
This bulletin is being revised to update parts identification and model years. Please discard Corporate Bulletin Number 08-08-42-005A (Section 08
- Body and Accessories).
This bulletin is being issued to inform dealers that whenever a headlamp replacement under warranty is necessary, be sure to use the correct
General Motors (GM) approved headlamp assembly.
Recent Warranty Parts Center reviews of headlamps replaced in the field show that some dealers have returned non-GM (counterfeit) headlamp
assemblies under warranty.
These non-GM headlamp assemblies (referred to as "knock-offs") are not made to GM specifications. Also, the appearance of these headlamp
assemblies are very close to the genuine parts. Refer to the figures below.
Non-GM or "Knockoff" Part
The figure above shows a non-GM or "knockoff" headlamp assembly. The lens stamping will read "EAGLE EYES." There are other companies
that manufacture replacement lamps that can be installed on a variety of GM vehicles.
These non-GM headlamp assemblies will not be honored under warranty. These are not original equipment and are not sanctioned as replacement
parts by GM.
Disclaimer
Subject: Headlamp Lens Overheating When Covered and Chemical Damage to Exterior Polycarbonate Headlamp Lenses
Models:
Supercede:
This bulletin is being revised to add model years and to revise the warning statements. Please discard Corporate Bulletin Number 02-08-42-001C
(Section 08 - Body and Accessories).
The bulletin is being issued to make dealers and customers aware of chemical damage that may be caused to exterior polycarbonate headlamp
lenses. Most late model vehicles have these types of headlamp lenses. This material is used because of its temperature and high impact resistance.
A variety of chemicals can cause crazing or cracking of the headlamp lens. Headlamp lenses are very sensitive. Care should be exercised to avoid
contact with all exterior headlamp lenses when treating a vehicle with any type of chemical, such as those recommended for rail dust removal.
Rubbing compound, grease tar and oil removers, tire cleaners, cleaner waxes and even car wash soaps in too high a concentration may also attribute
to this condition. This could result in the need to replace the entire headlamp housing.
Warning
Use only lukewarm or cold water, a soft cloth and a car washing soap to clean exterior lamps and lenses.
Also, crazing or deformations of the lens may occur if a shop mat or fender cover is draped over the fender and covers a portion or all of the
headlamp assembly while the DRL or headlamps are on. This action restricts the amount of heat dissipated by the headlamps.
Warning
Care should be taken to not cover headlamps with shop mats or fender covers if the vehicle is being serviced with the headlamps or DRL
illuminated. Covering an illuminated lamp can cause excessive heat build up and crazing/deformation of the lens may occur. The degradation of the
lens can be unnoticeable at first and eventually become hairline cracks in the lens. In extreme cases, it could cause the lens to deform. This damage
can also be caused by aftermarket shields that are often tinted in color.
Once a heat buildup is generated by the headlamp, a degradation of the headlamp lens begins. This degradation of the lens can be unnoticeable at
first and eventually manifest as spider cracks. In more extreme cases, it will begin to melt the lens of the headlamp.
Notice
Headlamps damaged by chemicals, improper cleaning, or overheating due to being covered are not covered under the new vehicle warranty.
Disclaimer
Models:
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2011 and Prior Passenger Cars and Trucks (Including Saturn and Saab)
2010 and Prior HUMMER H2, H3
Attention:
Please direct this bulletin to the Body Shop or any areas of your dealership where sheet metal replacement or corrosion repairs take place.
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 06-08-51-005 (Section 08 - Body and Accessories).
Metal or aluminum overlap joints and seams, commonly referred to as hem flanges, on replacement doors, hoods, decklids and liftgates should be
sealed to prevent moisture from entering the bonded hem flange using a quality 2K sealer such as the following products, or equivalent:
- The sealer must be free of skips using a ribbon tip to locate the bead over the edge of the hem. Refer to the following illustration.
- The sealer must cover all edges with a bead width of approximately 10 mm (0.39 in) and approximately 2 mm (0.08 in) thick.
- The sealer must be paintable.
- The sealer must retain its flexible characteristics after curing.
- The sealer must not block a water drain path.
Disclaimer
Subject: Corrosion Protection for Metal Panels with Dealer Installed Accessories Fastened by Drilled Holes
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Models:
Supercede:
This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 03-00-89-008D (Section 00 - General
Information).
Corrosion Concerns
Frequently, dealer installed accessories, whether aftermarket or GM-approved, may require drilling holes into the body panels or supports to
complete installation. Whenever you drill into a metal surface, the corrosion resistance of that panel is compromised. Testing was conducted to
determine the best method used to protect the fastener-to-panel mounting holes from future corrosion. Several commercially available sealers and
coatings were evaluated.
Recommendations
In all cases, GM Vehicle Care Super Lube(R) with PTFE performed the best at preventing corrosion in fastener to panel interface holes and is now
the official GM recommended product as shown in the above illustration. It is recommended to apply the GM Vehicle Care Super Lube(R) with
PTFE to any hole and fastener before installing the fastener into the drilled attaching hole or inside the metal panel.
Important
GM Vehicle Care Super Lube(R) with PTFE is the only product recommended and required by GM for the corrosion protection of metal
panels where fasteners will be added to metal panels.
Parts Information
Disclaimer
Models:
2011 and Prior GM Passenger Cars and Trucks (Including Saturn)
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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:
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.
Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada Only)
Models:
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
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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.
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.
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.
- 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.
Each user will be required to accept the following agreement each time the KeyCode application is used.
- 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:
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:
- 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.
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.
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.
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.
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.
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.
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.
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.
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.
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
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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.
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.
Disclaimer
Subject: Minor Wrinkles/Creases, Discoloration, Cigarette Burns and Customer Induced Cuts and Stains on Front and Rear Driver and Passenger
Seats with Leather, Vinyl or Cloth Seat Covers
Models:
Supercede:
This bulletin is being revised to add a model year. Please discard Corporate Bulletin Number 04-08-50-006C (Section 08 - Body and Accessories).
If a customer comes in to your dealership due to certain conditions of the seat covers (splits, wrinkles, loose stitching, etc.), you must examine the
seat cover in order to determine the validity of the customer claim. Some components from the above listed vehicles have been returned to the
Warranty Parts Center (WPC) and analysis of these parts showed "customer induced damage" or No Trouble Found (NTF).
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- Cigarette burns
Inform the customer that the above issues were not present when the vehicle was purchased and cannot be replaced under warranty. The
covers, however, may be repaired or replaced at the customer's expense.
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The following conditions are not caused by the customer and should be covered by warranty:
- Split seams
- Wear/cracking/peeling
- Discoloration/dye transfer from customer clothing (if discoloration/dye transfer is not removed after using GM Leather and Vinyl Plastic
Cleaner, P/N 88861401 (in Canada, P/N 88861409), replace the covers.)
Disclaimer
Models:
Supercede:
This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 -
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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.
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.
Disclaimer
Models:
To improve safety, fuel economy and vehicle performance, a number of high strength steels are used in manufacturing General Motors vehicles.
These various high strength steels and their location in specific vehicles can be found in Service Information | Body Repair | Collision Repair |
Visual Identification.
To perform structural or collision damage repairs, it is often necessary to drill out (remove) resistance spot welds in order to separate the
components being serviced from the vehicle structure.
A variety of drill bits are available to remove these resistance spot welds, however the useful life of many of these drills is limited by the hardness
of the high strength steels.
The General Motors Collision Repair Technology Center has recently validated a *CryoCobalt(TM) drill bit that has been developed for use with
very hard metals. These drill bits performed with exceptional results and should allow for increased production and reduced overall cost related to
resistance spot weld removal. These drill bits can also be re-sharpened.
These drill bits are available directly from the manufacturer. Refer to the ordering information below.
*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.
Ordering Information
Disclaimer
Technical Service Bulletin # 00-08-48-005D Date: 100910
Models:
Supercede:
This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 00-08-48-005C (Section 08 - Body and Accessories).
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Distortion in the outer surface of the windshield glass, door glass or backlite glass may appear after the vehicle has:
This distortion may look like a subtle orange peel pattern, or may look like a drip or sag etched into the surface of the glass.
Some car wash solutions contain a buffered solution of hydrofluoric acid which is used to clean the glass. This should not cause a problem if used
in the correct concentration. However, if not used correctly, hydrofluoric acid will attack the glass, and over time, will cause visual distortion in the
outer surface of the glass which cannot be removed by scraping or polishing.
If this condition is suspected, look at the area of the windshield under the wipers or below the belt seal on the side glass. The area of the glass
below the wipers or belt seal will not be affected and what looks like a drip or sag may be apparent at the edge of the wiper or belt seal. You may
also see a line on the glass where the wiper blade or the belt seal contacts the glass.
Important
The repair will require replacing the affected glass and is not a result of a defect in material or workmanship. Therefore, is not covered by
New Vehicle Warranty.
Disclaimer
Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish
Models:
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).
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:
Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin.
Caution
Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair.
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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.
4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole 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.
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).
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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.
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).
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).
Caution
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 664
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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.
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:
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.
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
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 665
Chevrolet Venture V6-3.4L VIN E 2990
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.
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.
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
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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.
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)
Parts Information
Disclaimer
Subject: TOP TIER Detergent Gasoline Information and Available Brands (Deposits, Fuel Economy, No Start, Power, Performance, Stall
Concerns) - Canada ONLY
Models:
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.
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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
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.
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 :
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.
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.
TOP TIER Detergent Gasoline standards were developed by six automotive companies: BMW, General Motors, Honda, Toyota, Volkswagen and
Audi.
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.
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.
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/.
Disclaimer
Subject: Reporting Missing or Inaccurate Navigation Radio Map Disc Information - Complete and Submit Feedback Form at GM Navigation Disc
Center Website
Models:
Some customers may notice that some navigation radio map discs may have missing or incorrect information.
General Motors uses a map database from two different suppliers. The two map suppliers are consistently updating their map database and will
gladly accept any input regarding missing or incorrect information on the navigation radio map disc.
2000 Chevy Truck Venture V6-3.4L VIN E Copyright © 2011, ALLDATA 10.40 Page 670
Chevrolet Venture V6-3.4L VIN E 2995
To report any missing or incorrect information, please access the GM Navigation Disc Center at the following web site:
http://www.gmnavdisc.com.
At the GM Navigation Disc Center home page, select the tab: Your Feedback.
In the Navigation Data Feedback form, fill in the appropriate information as required and then select: Submit, to send the form.
Disclaimer