Chevrolet Astro 2002 Van 2WD 4.3L Workshop Manual

chevrolet :: Chevy Truck Astro Van 2WD V6-4.3L
VIN X (2002)

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Accessory Delay Module > Component Information > Diagrams > Diagram Information and Instructions

Accessory Delay Module: Diagram Information and Instructions

Utility/Van Zoning

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Astro Van 2WD V6-4.3L VIN X (2002)

All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle.The table explains the numbering system.

Electrical Symbols

Electrical Symbols Part 1

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Electrical Symbols Part 2

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Electrical Symbols Part 3

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Electrical Symbols Part 4

Electrical Symbols Part 5

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Accessory Delay Module: Diagnostic Aids

Basic Knowledge Required

Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures. You should understand the basic theory of electricity, andknow the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well asunderstand what happens in a circuit with an open or a shorted wire.

Checking Aftermarket Accessories

Do not connect aftermarket accessories into the following circuits:

CAUTION: Refer to SIR Handling Caution in Service Precautions.

^ SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol.

Refer to OBD II Symbol Description Notice in Service Precautions.NOTE:

^ OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol.

Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect thesystem to verify that these add-on accessories are not the cause of the problems.
Possible causes of vehicle problems related to aftermarket accessories include:

^ Power feeds connected to points other than the battery
^ Antenna location
^ Transceiver wiring located too close to vehicle electronic modules or wiring
^ Poor shielding or poor connectors on antenna feed line
^ Check for recent service bulletins detailing installation guidelines for aftermarket accessories.

Inducing Intermittent Fault Conditions

In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related.Manipulation of a circuit can consist of a wide variety of actions, including:

^ Wiggling the harness
^ Disconnecting a connector and reconnecting
^ Stressing the mechanical connection of a connector
^ Pulling on the harness or wire in order to identify a separation/break inside the insulation
^ Relocating a harness or wires

This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these oases you are attempting to duplicate the concern bymanipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poorconnection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing forElectrical Intermittents. See: Diagrams/Diagnostic Aids
Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well.

There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may benecessary 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.

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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 tothe control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in orderto duplicate the concern. See: General Electrical Diagnostic Procedures/Circuit Testing/Scan Tool Snapshot Procedure

Salt Water Spray

Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficientquantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail whenliberally sprayed with this mixture.

0.35L (12 oz) 5 percent

Mixing of water with approximately 1 tablespoon of salt will yield a salt solution of . Fill a normal spray bottle with thismixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once themixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness asdiscussed previously.

High Temperature Conditions
TOOLS REQUIRED

J 25070 Heat Gun
If the complaint tends to be heat related, you can simulate the condition using the J 25070.

Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoringthe 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.

Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect.Low Temperature Conditions

-18C (0F) 71C (160F)

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 capableof producing air stream temperatures down to from one end and from the other. This is ideally suited for localized coolingneeds.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern.

Measuring Frequency

Refer to Test Probe Notice in Service Precautions.NOTE:

The following procedure determines the frequency of a signal.

Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range.IMPORTANT:

1. Apply power to the circuit.2. Set the rotary dial of the DMM to the V (AC) position.3. Connect the positive lead of the DMM to the circuit to be tested.4. Connect the negative lead of the DMM to a good ground.5. Press the Hz button on the DMM.6. The DMM will display the frequency measured.

Measuring Voltage

Refer to Test Probe Notice in Service Precautions.NOTE:

The following procedure measures the voltage at a selected point in a circuit.

1. Disconnect the electrical harness connector for the circuit being tested, if necessary.2. Enable the circuit and/or system being tested. Use the following methods:
^ Turn ON the ignition, with the engine OFF.
^ Turn ON the engine.
^ Turn ON the circuit and/or system with a scan tool in Output Controls.
^ Turn ON the switch for the circuit and/or system being tested.

3. Select the V (AC) or V (DC) position on the DMM.4. Connect the positive lead of the DMM to the point of the circuit to be tested.5. Connect the negative lead of the DMM to a good ground.6. The DMM displays the voltage measured at that point.

Measuring Voltage Drop

Refer to Test Probe Notice in Service Precautions.NOTE:

The following procedure determines the difference in voltage potential between 2 points.

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1. Set the rotary dial of the DMM to the V (DC) position.2. Connect the positive lead of the DMM to 1 point of the circuit to be tested.3. Connect the negative lead of the DMM to the other point of the circuit.4. Operate the circuit.5. The DMM displays the difference in voltage between the 2 points.

Scan Tool Snapshot Procedure

Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be usedto analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying toview all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined.

Only a single data list may be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allowscomparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, thefirst snapshot stored in the memory will be lost.
Snapshots can be 1 of 2 types:

^ Snapshot - taken from the Snapshot menu choice
^ Quick Snapshot - taken from the Data Display soft key choice, does not contain DTC information

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 recordedonto 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 quicklydetermine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numericallyshowing 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

Refer to Test Probe Notice in Service Precautions.NOTE:

The following procedure tests for a short to voltage in a circuit.

1. Set the rotary dial of the DMM to the V (DC) position.2. Connect the positive lead of the DMM to 1 end of the circuit to be tested.3. Connect the negative lead of the DMM to a good ground.4. Turn ON the ignition and operate all accessories.5. If the voltage measured is greater than , there is a short to voltage in the circuit.1 volt

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Testing for Continuity

Refer to Test Probe Notice in Service Precautions.NOTE:

The following procedures verify good continuity in a circuit.

With a DMM

1. Set the rotary dial of the DMM to the Ohm position.2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit.3. Disconnect the load.4. Press the MIN MAX button on the DMM.5. Connect one lead of the DMM to one end of the circuit to be tested.6. Connect the other lead of the DMM to the other end of the circuit.

7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity.

With a Test Lamp

Only use the test lamp procedure on low impedance power and ground circuits.IMPORTANT:

1. Remove the power feed (i.e. fuse, control module) from the suspect circuit.2. Disconnect the load.3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested.4. Connect the other lead of the test lamp to battery positive voltage.5. Connect the other end of the circuit to ground.6. If the test lamp illuminates (full intensity), then the circuit has good continuity.

Testing For Electrical Intermittents

6 inches

Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about apart) while watchingthe test equipment.

^ Testing for Short to Ground See: General Electrical Diagnostic Procedures/Circuit Testing/Testing For Short to Ground
^ Testing for Continuity See: General Electrical Diagnostic Procedures/Circuit Testing/Testing for Continuity
^ Testing for Short to Voltage See: General Electrical Diagnostic Procedures/Circuit Testing/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 thecircuit 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 voltagewhile 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. See: General Electrical DiagnosticProcedures/Troubleshooting Tools/Troubleshooting With A Digital Multimeter

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 RECORD and emits an audible tone (beep).100 ms
The RECORD mode is the length of time an input must stay at a new value in order to record the full change.IMPORTANT: 100 ms

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 an Intermittent Fault Condition. See: General Electrical Diagnostic Procedures/CircuitTesting/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.
^

1 volt

If the variation between the recorded MIN and MAX voltage values is or greater an intermittent open or high resistance condition exists.Repair the condition as necessary.

^

1 volt

If the variation between the recorded MIN and MAX voltage values is less than an intermittent open or high resistance condition doesnot exist.

Testing For Intermittent and Poor Connections

Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items:

^ Wiring broken inside the insulation
^

Poor connection between the male and female terminal at a connector-Refer to Testing for Proper Terminal Contact for the specific procedure. See: General Electrical Diagnostic Procedures/Circuit Testing/Testing For Proper Terminal Contact

^

Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wireinsulation rather than the wire itself and corrosion in the wire to terminal contact area, etc.

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^ Wire insulation which is rubbed through- This causes an intermittent short as the bare area touches other wiring or parts of the vehicle.

^

Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required in order to verify the complaint. See: GeneralElectrical Diagnostic Procedures/Circuit Testing/Inducing Intermittent Fault Conditions

^

Refer to Testing for Electrical Intermittent for test procedures to detect intermittent open, high resistance, short to ground, and short to voltageconditions. See: Diagrams/Diagnostic Aids

^

Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis. See: General Electrical Diagnostic Procedures/Circuit Testing/ScanTool Snapshot Procedure

Testing For Proper Terminal Contact
TOOLS REQUIRED

^ J 42675 flatware Probe Adapter
^ J 38125-B Terminal Repair Kit

It is important to test terminal contact at the component and any on-line connectors before replacing a suspect component. Mating terminals must beinspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination ordeformation.

Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connectoritself, 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, orrepeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contactcausing an open or intermittently open circuit.

Round Wire Connectors

Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J 38125-B or the J 38125-4 for terminalidentification.

Follow the procedure below in order to test terminal contact.1. Separate the connector halves.2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or

between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that showssigns of contamination should be replaced in its entirety: terminals, seals, and connector body.

3. Using an equivalent male terminal from the J 38125-B, test that the retention force is significantly different between a good terminal and a suspect
terminal. Replace the female terminal in question.

There are no serviceable parts for flat wire (dock and lock) connectors on the harness side or the component side.Flat Wire (Dock and Lock) Connectors

Follow the procedure below in order to test terminal contact.1. Remove the component in question.2. Visually inspect each side of the connector for signs of contamination. Avoid touching either side of the connector as oil from your skin may be a

source of contamination as well.

3. Visually inspect the terminal bearing surfaces of the flat wire circuits for splits, cracks, or other imperfections that could cause poor terminal
contact. Visually inspect the component side connector to ensure that all of the terminals are uniform and free of damage or deformation.

4. Insert the appropriate adapter from the J 42675 on the flat wire harness connector in order to test the circuit in question.

Testing For Short to Ground

Refer to Test Probe Notice in Service Precautions.NOTE:

The following procedures test for a short to ground in a circuit.

With a DMM

1. Remove the power feed (i.e. fuse, control module) from the suspect circuit.2. Disconnect the load.3. Set the rotary dial of the DMM to the Ohm position.4. Connect 1 lead of the DMM to 1 end of the circuit to be tested.5. Connect the other lead of the DMM to a good ground.6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit.

With a Test Lamp

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1. Remove the power feed (i.e. fuse, control module) from the suspect circuit.2. Disconnect the load.3. Connect 1 lead of the test lamp to battery positive voltage.4. Connect the other lead of the test lamp to 1 end of the circuit to be tested.5. If the test lamp illuminates, there is a short to ground in the circuit.

Fuse Powering Several Loads

1. Review the system schematic and locate the fuse that is open.2. Open the first connector or switch leading from the fuse to each load.3. Connect a DMM across the fuse terminals (be sure that the fuse is powered).
^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.

^ If the DMM does not display voltage refer to the next step.

4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted.

Circuit Testing

The Circuit Testing contains the following diagnostic testing information. Using this information along with the diagnostic procedures will identify thecause 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

Probing Electrical Connectors

IMPORTANT:

Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnectingconnectors or replacing terminals.

Disconnect the connector and probe the terminals from the mating side (front) of the connector.Frontprobe

NOTE:

Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. Adeformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and causeincorrect measurements.

Backprobe

^IMPORTANT:

Backprobe connector terminals only when specifically required in diagnostic procedures.

^

Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire(dock and lock) connector.

^

Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probetoo far into the cavity or by using too large of a test probe.

^ After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact.
Do not disconnect the connector and probe the terminals from the harness side (back) of the connector.

Troubleshooting With A Digital Multimeter

Refer to Test Probe Notice in Service Precautions.NOTE:

IMPORTANT: 10 megohm

Circuits which include any solid state control modules, such as the PCM, should only be tested with a or higher impedancedigital multimeter such as the J 39200.
The J 39200 is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference.

A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present,a DMM indicates how much voltage is present.

The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means goodcontinuity.

IMPORTANT:

Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMsapply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading.

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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 areading 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 forcontinuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General ElectricalDiagnostic Procedures/Troubleshooting Tools/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 circuitor for testing multiple circuits quickly.

Troubleshooting With A Test Lamp
TOOLS REQUIRED

J 34142-B Unpowered Test Lamp12 V

Refer to Test Probe Notice in Service Precautions.NOTE:

A test lamp can simply and quickly test a low impedance circuit for voltage.

The J 34142-B is Micro-Pack compatible and comprised of a light bulb with an attached pair of leads.12-volt

To properly operate this tool use the following procedure.

1. Attach one lead to ground.2. Touch the other lead to various points along the circuit where voltage should be present.3. When the bulb illuminates, there is voltage at the point being tested.

Using Connector Test Adapters

NOTE:

Do not insert test equipment probes into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. Adeformed terminal can cause a poor connection, which can result in system failures. Always use the J 35616-A Connector Test Adapter Kit or the J42675 Flat Wire Probe Adapter kit in order to frontprobe terminals. Do not use paper clips or other substitutes as they can damage terminals and causeincorrect measurements.

Using Fused Jumper Wires
TOOLS REQUIRED

J 36169-A Fused Jumper Wire

A fused jumper may not protect solid state components from being damaged.IMPORTANT:

The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with 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.20-A

Fuses

Circuit Protection - Fuses

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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 acircuit 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 thecircuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken,also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal currentrating.

Circuit Breakers

A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a shortor other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuitbreakers are used.

Circuit Breaker:

This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause ofthe 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 currentis removed.

Positive Temperature Coefficient (PTC) Circuit Breaker:

This type greatly increases its resistance when excessive current passes through it. Theexcessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectivelyopen. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once thevoltage is removed the circuit breaker will re-close within a second or 2.

Fusible Links

Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter orelectrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, itmust be replaced with fusible link of the same gage size.

Repairing a Fusible Link

Fusible links cut longer than (approximately ) will not provide sufficient overload protection.IMPORTANT: 225 mm 9 in

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Refer to Splicing Copper Wire Using Splice Clips. See: General Electrical Diagnostic Procedures/Wiring Repairs/Typical Electrical Repairs/SplicingCopper Wire Using Splice Clips

General Information

The Connector Repairs contains the following types of connector repair information. Using these elements together will make connector repair faster andeasier:

^ Connector Position Assurance Locks
^ Terminal Position Assurance Locks
^ Push to Seat Connectors
^ Pull to Seat Connectors
^ Weather Pack Connectors
^ Repairing Connector Terminals

Connector Position Assurance Locks

The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR system electrical connectors. The CPA

ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR matingterminals.

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 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

TERMINAL INSTALLATION

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.

Push to Seat Connectors
TERMINAL REMOVAL

Follow the steps below in order to repair push to seat connectors.

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5 mm (3/16 in)

1. Slip the cable seal away from the terminal.2. Cut the wire as close to the terminal as possible3. Slip a new cable seal onto the wire.4. Strip 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.

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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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

5 mm (3/16 in)

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 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. See: Diagrams/Diagnostic Aids2. 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.

Repairing Connector Terminals
TOOLS REQUIRED

J 38125-B Terminal Repair kit
Use the following repair procedures in order to repair the following.

^ Push to Seat terminals
^ Pull to Seat terminals
^ Weather Pack(R) terminals

Some terminals do not require all of the steps shown. Skip the steps that do not apply for your immediate terminal repair. The J 38125-B contains furtherinformation.

1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.
For Weather Pack(R) terminals, remove the seal.

2. Apply the correct seal per gage size of the wire.
For Weather Pack(R) terminals, slide the seal back along the wire in order to enable insulation removal.

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.

Terminal Position Assurance Locks

The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securelyseated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement.

Weather Pack Connectors

The following is the proper procedure for the repair of Weather Pack(R) Connectors.

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3. Remove the insulation.4. For Weather Pack(R) terminals only, align the seal with the end of the cable insulation.5. Position the strip in the terminal

1. Separate the connector halves (1).2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1).3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position.

4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1).5. Gently pull on the wire to remove the terminal through the back of the connector (2).

Never use force to remove a terminal from a connector.IMPORTANT:

6. Inspect the terminal and connector for damage. Repair as necessary. Refer to Repairing Connector Terminals See: General Electrical Diagnostic
Procedures/Wiring Repairs/Connector Repairs/Repairing Connector Terminals

7. Reform the lock tang (2) and reset terminal in connector body.8. Close secondary locks and join connector halves.9. Verify that circuit is complete and working satisfactorily.

10. Perform system check.

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General Information

The Wiring Repairs contains the following types of wiring repair information. Using these elements together will make wiring repair faster and easier:

^ Circuit Protection - Fuses
^ Circuit Protection - Circuit Breakers
^ Circuit Protection - Fusible Links
^ Repairing Damaged Wire Insulation
^ Splicing Copper Wire Using Splice Clips
^ Splicing Copper Wire Using Splice Sleeves
^ Splicing Twisted or Shielded Cable
^ Splicing Inline Harness Diodes
^ Heated Oxygen Sensor (HO2S) Wiring Repairs
^ SIR/SRS Wiring Repairs

^ Flat Wire Repairs

Repairing Damaged Wire Insulation

If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace thefaulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. See: General ElectricalDiagnostic Procedures/Wiring Repairs/Typical Electrical Repairs/Splicing Copper Wire Using Splice Clips

SIR/SRS Connector (Plastic Body and Terminal Metal Pin) Repair

Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connectorrepair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices.

Use the sealed splices in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to matchthe splices from the J 38125-B. You must use the splice crimping tool in order to apply these splices.

The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energycircuits. 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 toreplace 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 theentire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/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 wiringharness. Carefully follow the instructions included in the kit for proper splice clip application.

Connector Position Assurance (CPA)

The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of all the SIR/SRS system electrical connectors. TheCPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the SIR/SRSmating terminals.

SIR/SRS Wire Pigtail Repair

Do not make wire, connector, or terminal repairs on components with wire pigtails.IMPORTANT:

A wire pigtail is a wire or wires attached directly to the device (not by a connector). If a wiring pigtail is damaged, you must replace the entirecomponent (with pigtail). The inflatable restraint steering wheel module coil is an example of a pigtail component.

SIR/SRS Wire Repair
TOOLS REQUIRED

J 38125-B Terminal Repair Kit

IMPORTANT:

Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information inorder to ensure circuit integrity.

If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size ( etc.).0.5 mm, 0.8 mm, 1.0 mm

Use the sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of thesealed splice.

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Terminal Position Assurance (TPA)

The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securelyseated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement.

IMPORTANT:

You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtaina clean strip with all of the wire strands intact.

1. Open the harness by removing any tape:

^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.
^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together.

2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.

Adjust splice locations so that each splice is at least away from the other splices, harness branches, or connectors.40 mm (1.5 in)

3. Strip the insulation:
^ When adding a length of wire to the existing harness, use the same size wire as the original wire.
^

Perform one of the following items in order to find the correct wire size:-

Find the wire on the schematic and convert the metric size to the equivalent AWG size.

- Use an AWG wire gage.

­If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of theinsulation.

^

Strip approximately of insulation from each wire to be spliced.7.5 mm (0.313 in)

^ Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands.
^ If the wire is damaged, repeat this procedure after removing the damaged section.

4. Select the proper sealed splice sleeve according to the wire size. Refer to the table at the beginning of the repair procedure for the color coding of
the splice sleeves and the crimp tool nests.

5. Use the Splice Crimp Tool from the J 38125-B in order to position the splice sleeve in the proper color nest of the Splice Crimp Tool.

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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 thesplice sleeve in the proper nest.

7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop.8. Tightly close the handles of the crimp tool until the crimper handles open when released.
The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end ofthe 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

J 38125-B Terminal Repair Kit

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Wire Size Conversion

1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.

2. Cut the wire.
^ Cut as little wire off the harness as possible.
^

40 mm (1.5 in)

Ensure that each splice is at least away from other splices, harness branches and connectors. This helps prevent moisture frombridging adjacent splices and causing damage.

3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original (except fusible link).
^

The wire's insulation must have the same or higher temperature rating.-

Use general purpose insulation for areas that are not subject to high temperatures.

- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.

Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC.IMPORTANT:

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 of insulation from each wire to be spliced.7.5 mm (5/16 in)

5. Select the proper clip to secure the splice. Follow the instructions in the J 38125-B in order to determine the proper clip size crimp tool and anvil.6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger.

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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.

10. Crimp the splice on each end (2).

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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.

Splicing Copper Wire Using Splice Sleeves
TOOLS REQUIRED

J 38125-B Terminal Repair Kit

Use crimp and seal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial to form a one-to-one splice. Use tefzeland coaxial where there is special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using crimp andseal splice sleeves.

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1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the desired wire.

2. Cut the wire.
^ Cut as little wire off the harness as possible.
^

Ensure that each splice is at least away from other splices, harness branches and connectors. This helps prevent moisture from40 mm (1.5 in)

bridging adjacent splices and causing damage.

3. Select the proper size and type of wire.
^ The wire must be of equal or greater size than the original.
^

The wire's insulation must have the same or higher temperature rating (4).-

Use general purpose insulation for areas that are not subject to high temperatures.

- Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected.

Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC.IMPORTANT:

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 of insulation from each wire to be spliced (1).7.5 mm (5/16 in)

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-B 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-B until the crimper handles open when released. The crimper handles will not open until the proper amount of
pressure is applied to the splice sleeve.

11. Shrink the insulation around the splice.
^ Using the heat torch apply heat to the crimped area of the barrel.
^

Gradually move the heat barrel to the open end of the tubing.-

The tubing will shrink completely as the heat is moved along the insulation.

- A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved.

Splicing 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 andthe Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below inorder to repair the twisted/shielded cable.

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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 is recommended.65 mm
Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire.IMPORTANT:

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4. Re-assemble the cable.
^ Rewrap the conductors with the mylar tape.

^ Use caution not to wrap the drain wire in the tape (1).
^ Follow the splicing instructions for copper wire and splice the drain wire.
^ Wrap the drain wire around the conductors and tape with mylar tape.

5. Tape over the entire cable. Use a winding motion when you apply the tape.

Splicing Inline Harness Diodes

Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use thefollowing procedure.

1. Open the harness.
^ If the harness is taped, remove the tape.
^ To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness.
^ If the harness has a black plastic conduit, pull out the diode.

2. If the diode is taped to the harness, remove all of the tape.3. Check and record the current flow direction and orientation of diode.4. Remove the inoperative diode from the harness with a suitable soldering tool.

IMPORTANT:

If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the solderingtool.

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 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.

To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape.IMPORTANT:

9. Tape the diode to the harness or connector using electrical tape.

Heated Oxygen Sensor (HO2S) Wiring Repairs
TOOLS REQUIRED

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J 38125-B Terminal Repair Kit

Do not solder repairs under any circumstances as this could result in the air reference being obstructed.NOTE:

If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt torepair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference isobtained 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 poorperformance. 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 thelead 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 asthe only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance.

^ To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector.

The engine harness may be repaired using the J 38125-B.

SIR/SRS Wiring Repairs
TOOLS REQUIRED

J 38125-B Terminal Repair kit

The supplemental inflatable restraint (SIR) system/supplemental restraint system (SRS) requires special wiring repair procedures due to the sensitivenature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS system wiring, and the wiring components (suchas connectors and terminals).

IMPORTANT:

Do not use the terminals in the kit in order to replace damaged SIR/SRS system terminals unless specifically indicated by the terminalpackage.
The tool kit J 38125-B contains the following items:

^ Special sealed splices - in order to repair the SIR/SRS system wiring
^ A wire stripping tool
^ A special crimping toot
^ A heat torch

The sealed splices have the following 2 critical features:

^ A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside.
^ A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits.

The J 38125-B also serves as a generic terminal repair kit. The kit contains the following items:

^ A large sampling of common electrical terminals
^ The correct tools in order to attach the terminals to the wires
^ The correct tools in order to remove the terminals from the connectors

Flat Wire Repairs

NOTE:

The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harnessmust be replaced.

Equivalents - Decimal And Metric

Equivalents - Decimal and Metric

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Arrows and Symbols

Arrows and Symbols

This service manual uses various symbols in order to describe different service operations.

Arrows and Symbols

1
2

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2
3
4
5
6
7
8
9

10
11
12

- Front of Vehicle - View Detail - View Detail - Ambient Air Mixed With Another Gas or Indicate Temperature Change - Motion or Direction - View Angle - Dimension (1:2) - Ambient/Clean Air Flow or Cool Air Flow - Lubrication Point - Oil or Fluid - Task Related - Sectioning (1:3) - Gas Other Than Ambient Air or Hot Air Flow - Lubrication Point - Grease or Jelly - Multidirectional Arrow13

Conversion - English/Metric

Conversion - English/Metric

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Accessory Delay Module: Description and Operation
RETAINED ACCESSORY POWER (RAP) POWER MODE

RAP is a vehicle power mode that permits the operation of selected customer convenience items after the ignition switch is turned OFF. Theseselected items will remain in operation until a passenger compartment door is opened or until the RAP function timer reaches its shut-off limit.

The body control module monitors the ignition switch position, battery condition and passenger compartment door status to determine whether RAPshould be initiated. If the ignition switch transitions from RUN/ON to OFF, the battery level is within the acceptable range and the passengercompartment doors are closed, the body control module closes the RAP relay.

This provides power for the following:^

Sunroof

^ Power windows
^ Power door locks
^ Radio
^ Rear radio
^ OnStar

The BCM turns OFF the RAP function and opens the RAP relay when one of the following conditions are met:^

The BCM senses the opening of any door or the liftgate.

^ The BCM detects a decrease in battery capacity below a prescribed limit.
^

The BCM receives a message from its internal timer indicating the end of the RAP period after .20 minutes

^ The transition from OFF to RUN/ON or ACC of the ignition switch.

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Accessory Delay Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview

Accessory Delay Module: Initial Inspection and Diagnostic Overview

Diagnostic Starting Point

Begin the system diagnosis with the Diagnostic System Check - Accessory Delay Module. The Diagnostic System Check will provide the followinginformation:

^ The identification of the control module which commands the system
^ The ability of the control module to communicate through the serial data circuit
^ The identification of any stored 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.

Diagnostic System Check
TEST DESCRIPTION

Steps 1-5

The numbers below refer to the step numbers 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.

4. This step is checking for DTCs in the BCM.5. This step is checking for RAP specific DTCs.

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Accessory Delay Module: Reading and Clearing Diagnostic Trouble Codes

With Scan Tool
PROCEDURE

(DTCs)

Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes from the PCM memory. When clearing DTCs, follow theinstructions supplied by the Scan tool manufacturer.

^NOTES:

Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic datathat was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnosticprocedures will be erased from the memory when the DTCs are cleared.

^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.

Without Scan Tool
PROCEDURE

(DTCs)

Use a Tech II or equivalent Scan tool to clear Diagnostic Trouble Codes from the PCM memory. When clearing DTCs, follow theinstructions supplied by the Scan tool manufacturer.

^NOTES:

Do not clear the DTCs unless directed to do so by the service information provided for each diagnostic procedure. All of the diagnostic datathat was saved along with the DTC (freeze frame data and/or malfunction history records) which may be helpful for some diagnosticprocedures will be erased from the memory when the DTCs are cleared.

^ Interrupting PCM battery voltage to clear DTCs is NOT recommended.

With Scan Tool
PROCEDURE

(DTCs)

A Tech II or equivalent Scan tool must be used to retrieve Diagnostic Trouble Codes from the PCM memory. DTCs can no longer beretrieved at the data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the Scan toolmanufacturer in order to access and read either current and/or history DTCs.

Without Scan Tool

(DTCs)

A Tech II or equivalent scan tool must be used to retrieve Diagnostic Trouble Codes from the PCM memory. DTCs can no longer be retrieved atthe data link connector. This also eliminates the PCM function of flashing Code 12. Follow the instructions supplied by the scan tool manufacturer inorder to access and read either current and/or history DTCs.

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Accessory Delay Module: Symptom Related Diagnostic Procedures

A Symptoms
IMPORTANT PRELIMINARY CHECKS BEFORE STARTING

1. Perform the Diagnostic System Check - Accessory Delay Module 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. See: Initial Inspection and Diagnostic Overview/Diagnostic System Check

2. Review the system operation in order to familiarize yourself with the system functions. Refer to Retained Accessory Power (RAP) Description and
Operation.

^VISUAL/PHYSICAL INSPECTION

Inspect for aftermarket devices which could affect the operation of the Retained Accessory Power system. Refer to Checking AftermarketAccessories in Diagnostic Aids.

^ Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom.

INTERMITTENT

Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent and Poor Connections inDiagnostic Aids.

SYMPTOM LIST

Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom:^

Retained Accessory Power (RAP) On After Timeout

^ Retained Accessory Power (RAP) Inoperative

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Astro Van 2WD V6-4.3L VIN X (2002)

Steps 1-10

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Accessory Delay Module > Component Information > Testing and Inspection > Initial

Inspection and Diagnostic Overview > Page 45

Astro Van 2WD V6-4.3L VIN X (2002)

Steps 1-9

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Accessory Delay Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 46

Accessory Delay Module: Scan Tool Testing and Procedures

Scan Tool Data Definitions
MODULE INFORMATION 1

The scan tool displays the date upon which the Body Control Module (BCM) was manufactured.Julian Date of Build:

Manufacture Enable Counter (MEC):

The scan tool displays the actual value for the MEC in the BCM. This information is for the assembly plantonly.

The scan tool displays the pan number assigned to the BCM that is currently in the vehicle.Module Part Number:

The scan tool displays the version of the software pan number in the BCM.Software Design Suffix:
The scan tool displays the software identification number (ID) in the BCM.Software Part Number:

MODULE INFORMATION 2

The scan tool displays the RAP calibration part number in the BCM.Retained Accessory Power (RAP) Calibration Number:

The scan tool displays the RAP identification number in the BCM.Retained Accessory Power (RAP) Suffix:

DATA

The scan tool displays the battery system voltage.Battery Voltage:

Inadvertent Power Timer:

The scan tool displays the seconds left before the BCM turns the inadvertent power relay OFF. The BCM uses thisfeature to protect the battery against inadvertent battery rundown caused by components that are part of the courtesy lamp circuit. The inadvertentpower relay is supplied power by the BCM for / after the ignition is turned OFF.2400 seconds 40 minutes

RAP Timer:

1198 seconds 20 minutes

The scan tool displays the seconds left before the BCM turns the RAP relay OFF. The BCM uses this feature to allow the operation ofthe radio and the power windows for up to / after the ignition is turned OFF. After the time has elapsed or the door isopened the BCM will open the ground circuit for the RAP relay.

INPUT 1

Door Handle Switch:

The scan tool displays the position of the door handle. The scan tool displays ACTIVE when a door handle is raised andINACTIVE with all doors closed and the door handles at rest.

The scan tool displays the position of the drivers door. The scan tool displays ACTIVE when the drivers door is open. Drivers Door Jamb Switch:

Ignition 1:

The scan tool displays the position of the ignition switch. The scan tool displays ACTIVE when the ignition switch is in the RUN orCRANK position.

Ignition 3:

The scan tool displays the position of the ignition switch. The scan tool displays ACTIVE when the ignition switch is in the RUN positiononly.

Ignition Power Mode:

The scan tool displays the position of the ignition switch. The scan tool displays OFF, RUN, CRANK and UNKNOWN. TheUNKNOWN display is when the BCM can not determine the position of the ignition switch.

Key In Ignition:

The scan tool displays the position of the ignition key in the ignition switch cylinder. The scan tool displays YES when the ignitionkey is completely inserted into the ignition switch cylinder. The BCM uses this data in controlling the operation of the reminder chime feature.

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Accessory Delay Module > Component Information > Testing and Inspection > Initial

Inspection and Diagnostic Overview > Page 47

Astro Van 2WD V6-4.3L VIN X (2002)

The scan tool displays the state of the RAP relay. The scan tool displays ON when the BCM activates the RAP relay.RAP Relay Feedback:

OUTPUTS

RAP Relay:

1198 seconds

The scan tool displays the commanded state of the RAP relay. The scan tool displays ON when the BCM allows the RAP relay to go toground. The BCM will allow operation of the radio and the power windows with the ignition OFF and the doors closed for up to ,approximately .20 minutes

Scan Tool Data List

Scan Tool Output Controls

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > Customer Interest: > 05-08-46-004C > Dec > 10 >

OnStar(R) - Number Incorrect/Incorrectly Assigned

Emergency Contact Module: Customer InterestOnStar(R) - Number Incorrect/Incorrectly Assigned
INFORMATION

05-08-46-004CBulletin No.:

December 23, 2010Date:

Subject:

OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R)System

Models:

2000-2011 GM Passenger Cars and TrucksEquipped with OnStar(R) (RPO UE1)

Supercede:This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body andAccessories).

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/orphone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R)phone number.

Service Procedure

1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R).2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu.
For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup andthen Vehicle Communication Interface Module.

3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen.4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number.5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R).6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen.7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone.8. Cycle the ignition to Off and open the driver's door.9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the
Hands-Free Calling (HFC) works properly by making a phone call.

10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should
submit case closing information through the GM infoNET.

Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, theremaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. Thisdiagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms.

Warranty Information (excluding Saab Models)

For vehicles repaired under warranty, use:

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins >

Customer Interest: > 05-08-46-004C > Dec > 10 > OnStar(R) - Number Incorrect/Incorrectly Assigned > Page 56

Astro Van 2WD V6-4.3L VIN X (2002)

Warranty Information (Saab Models)

For vehicles repaired under warranty, use the table.
Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > Customer Interest: > 02-08-46-006C > Jan > 08 >

OnStar(R) - Incorrect GPS Position Reported During Call

Emergency Contact Module: Customer InterestOnStar(R) - Incorrect GPS Position Reported During Call

Bulletin No.: 02-08-46-006C
Date: January 08, 2008
INFORMATION

Subject:Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call

Models:2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn)2003-2008 HUMMER H22006-2008 HUMMER H32005-2008 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) CallCenter. 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 toidentify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Oncethis condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected.
It is not necessary to reconfigure the vehicle after the following procedure.

In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R)system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery.
The power needs to be removed from the system for approximately 15 minutes.

After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running forapproximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blueOnStar(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 ServiceManual 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 partsare 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 youwill avoid a significant non-return core charge.
Warranty Information (excluding Saab US Models)

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins >

Customer Interest: > 02-08-46-006C > Jan > 08 > OnStar(R) - Incorrect GPS Position Reported During Call > Page 61

Astro Van 2WD V6-4.3L VIN X (2002)

For vehicles repaired under warranty, use the table.
Warranty Information (Saab US Models)

For vehicles repaired under warranty use, the table.

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > Customer Interest: > 02-08-46-007C > Nov > 07 >

OnStar(R) - Loss of GPS Signal/Hands Free Issues

Emergency Contact Module: Customer InterestOnStar(R) - Loss of GPS Signal/Hands Free Issues

Bulletin No.: 02-08-46-007C
Date: November 19, 2007
INFORMATION

Subject:Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-FreeCalling Minutes

Models:2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn)2003-2008 HUMMER H22006-2008 HUMMER H32005-2008 Saab 9-7X
with OnStar(R) System (RPO UE1)

Supercede:

This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading)to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body &Accessories).

If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latestversion of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to theupcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacementunit installed, this bulletin may not be applicable.

Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causesinaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication InterfaceModule (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-FreeCalling minutes expire prematurely and/or the inability to add Hands-Free calling minutes.
Customer Notification

OnStar(R) will notify the customer by mail with instructions to contact their dealership service department.
Dealer Action
Not all vehicles will require VIU/VCIM replacement.

The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPSinformation data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPSclock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simplygenerated an inaccurate value and may be recoverable by performing the following power-up reset.

To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset areoutlined below.

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins >

Customer Interest: > 02-08-46-007C > Nov > 07 > OnStar(R) - Loss of GPS Signal/Hands Free Issues > Page 66

Astro Van 2WD V6-4.3L VIN X (2002)

Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriatefuse).
The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained.

The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also resultin the loss of radio presets and other stored personalization information/settings in other modules as well.

After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order togain the proper date and time.

Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressingthe blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to

monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time(GMT) and the offset is based on the time zones relationship to GMT.

If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar system. Failure to reconfigure the system will result in an additionalcustomer visit for repair. OnStar VIU, Generations 2 and 3, will require the technician to press the blue OnStar button to reconfigure the vehicle withan OnStar advisor.

OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thruonly), along with the Tech2(R).

The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step.This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it maytake up to 24 hours for all OnStar(R) services to be fully activated.
How to Order Parts

If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronicsselect the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics.

Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics willbe responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM.
Warranty Information (excluding Saab U.S. Models)

For vehicles repaired under warranty, use the table.
Warranty Information (Saab U.S. Models)

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins >

Customer Interest: > 02-08-46-007C > Nov > 07 > OnStar(R) - Loss of GPS Signal/Hands Free Issues > Page 67

Astro Van 2WD V6-4.3L VIN X (2002)

For vehicles repaired under warranty, use the table.

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Emergency

Contact Module: > 05-08-46-004C > Dec > 10 > OnStar(R) - Number Incorrect/Incorrectly Assigned

Emergency Contact Module: All Technical Service BulletinsOnStar(R) - Number Incorrect/Incorrectly Assigned
INFORMATION

05-08-46-004CBulletin No.:

December 23, 2010Date:

Subject:

OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R)System

Models:

2000-2011 GM Passenger Cars and TrucksEquipped with OnStar(R) (RPO UE1)

Supercede:This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body andAccessories).

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/orphone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R)phone number.

Service Procedure

1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R).2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu.
For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup andthen Vehicle Communication Interface Module.

3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen.4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number.5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R).6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen.7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone.8. Cycle the ignition to Off and open the driver's door.9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the
Hands-Free Calling (HFC) works properly by making a phone call.

10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should
submit case closing information through the GM infoNET.

Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, theremaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. Thisdiagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms.

Warranty Information (excluding Saab Models)

For vehicles repaired under warranty, use:

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins >

All Technical Service Bulletins for Emergency Contact Module: > 05-08-46-004C > Dec > 10 > OnStar(R) - Number Incorrect/Incorrectly Assigned > Page 73

Astro Van 2WD V6-4.3L VIN X (2002)

Warranty Information (Saab Models)

For vehicles repaired under warranty, use the table.
Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Emergency

Contact Module: > 02-08-44-007D > May > 09 > OnStar(R) - Negative Impact of Cloth/Vinyl Roofs

Emergency Contact Module: All Technical Service BulletinsOnStar(R) - Negative Impact of Cloth/Vinyl Roofs
INFORMATION

02-08-44-007DBulletin No.:

May 12, 2009Date:

Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) SystemsSubject:

Models:

2002-2009 Passenger Cars and Trucks (Including Saturn)2003-2009 HUMMER H22006-2009 HUMMER H32005-2009 Saab 9-7Xwith XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1)

................................................................................................................................................................................................................................................

Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1).The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result frominstalling a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order toinstall a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their currentlocations. Relocating the antennas may result in a performance degradation.

Disclaimer