Oldsmobile Bravada 1994 4.3L Workshop Manual

oldsmobile :: Oldsmobile Truck Bravada V6-262

4.3L VIN W CPI (1994)

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Keyless Entry Module > Component Information > Locations

Keyless Entry Module Wiring

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Keyless Entry Module > Component Information > Locations > Page 7

C350 - Remote Keyless Entry Module

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL

ON/DTC's Set By Various Control Modules

Relay Module: Customer InterestElectrical - MIL ON/DTC's Set By Various Control Modules
TECHNICAL

09-06-03-004DBulletin No.:

December 08, 2010Date:

Subject:

Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various ControlModules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant)

Models:

2011 and Prior GM Passenger Cars and Trucks

Attention:

This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain controlsensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminalsurfaces is sufficient to correct the condition.

Supercede:This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C(Section 06 - Engine/Propulsion System).

Condition

Some customers may comment on any of the following conditions:

- An intermittent no crank/no start

- Intermittent malfunction indicator lamp (MIL) illumination

- Intermittent service lamp illumination

- Intermittent service message(s) being displayed

The technician may determine that he is unable to duplicate the intermittent condition.

Cause

- Vibration

- Thermal cycling

- Poor connection/terminal retention

- Micro motion

- A connector, component or wiring harness not properly secured resulting in movement
On low current signal circuits this condition may cause high resistance, resulting in intermittent connections.
On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative.

Representative List of Control Modules and Components

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer

Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 16

Bravada V6-262 4.3L VIN W CPI (1994)

This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electricalcontact surfaces of the connection or connector. This may be caused by any of the following conditions:

The following is only a representative list of control modules and components that may be affected by this connection or connector condition and include every possible module or component for every vehicle. DOESNOT

- Blower Control Module

- Body Control Module (BCM)

- Communication Interface Module (CIM)

- Cooling Fan Control Module

- Electronic Brake Control Module (EBCM)

- Electronic Brake and Traction Control Module (EBTCM)

- Electronic Suspension Control (ESC) Module

- Engine Control Module (ECM)

- Heating, Ventilation and Air Conditioning (HVAC) Control Module

- HVAC Actuator

- Inflatable Restraint Sensing and Diagnostic Module (SDM)

- Any AIR BAG module

- Seatbelt Lap Anchor Pretensioner

- Seatbelt Retractor Pretensioner

- An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023

- Powertrain Control Module (PCM)

- Remote Control Door Lock Receiver (RCDLR)

- Transmission Control Module (TCM)

Correction

replace the control module, wiring or component for the following conditions: ImportantDO NOT

-

be duplicated. The condition is intermittent and cannot

-

be duplicated. The condition is present and by disconnecting and reconnecting the connector the condition can no longer

Use the following procedure to correct the conditions listed above.

1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the

control modules (refer to SI).
If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component

which may be causing the condition (refer to SI).

If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the

condition (refer to SI).

2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator

documents to locate and disconnect the affected harness connector(s) which are causing the condition.

ImportantDO NOT

apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate theconnectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin.

3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s).

4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information:

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer

Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 17

Bravada V6-262 4.3L VIN W CPI (1994)

Note

Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severecases it may be unable to be seen or identified without the use of a magnifying glass.

- DTC Diagnostic Procedure

- Circuit/System Description

- Conditions for Running the DTC

- Conditions for Setting the DTC

- Diagnostic Aids

- Circuit/System Verification

If the condition cannot be duplicated, the repair is complete. If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).

Repair Order Documentation

be documented on the repair order. Failure to do so may result in a chargeback.ImportantThe following information MUST

- Customer vehicle condition.

- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message.

- Was a DTC(s) set? If yes, specify which DTC(s) were set.

- After following the procedure contained within this bulletin, could the condition be duplicated?

If the condition duplicated, then document the affected module/component connector name and number on the repair order. was not

-

was

If the condition duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement ofa module or component, the SI Document ID Number be written on the repair order. MUST

Parts Information

Alternate Distributor For All of North America
Note

NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in thisbulletin.

*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does notendorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be availablefrom other sources.

Warranty Information (excluding Saab Models)

For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectriclubricant was applied to:

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer

Interest: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 18

Bravada V6-262 4.3L VIN W CPI (1994)

Warranty Information (Saab Models)

For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectriclubricant was applied to refer to the table above.

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins: > 09-06-03-004D > Dec > 10 >

Electrical - MIL ON/DTC's Set By Various Control Modules

Relay Module: All Technical Service BulletinsElectrical - MIL ON/DTC's Set By Various Control Modules
TECHNICAL

09-06-03-004DBulletin No.:

December 08, 2010Date:

Subject:

Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various ControlModules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant)

Models:

2011 and Prior GM Passenger Cars and Trucks

Attention:

This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain controlsensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminalsurfaces is sufficient to correct the condition.

Supercede:This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C(Section 06 - Engine/Propulsion System).

Condition

Some customers may comment on any of the following conditions:

- An intermittent no crank/no start

- Intermittent malfunction indicator lamp (MIL) illumination

- Intermittent service lamp illumination

- Intermittent service message(s) being displayed
The technician may determine that he is unable to duplicate the intermittent condition.

Cause

- Vibration

- Thermal cycling

- Poor connection/terminal retention

- Micro motion

- A connector, component or wiring harness not properly secured resulting in movement
On low current signal circuits this condition may cause high resistance, resulting in intermittent connections.
On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative.

Representative List of Control Modules and Components

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical

Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 24

Bravada V6-262 4.3L VIN W CPI (1994)

This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electricalcontact surfaces of the connection or connector. This may be caused by any of the following conditions:

The following is only a representative list of control modules and components that may be affected by this connection or connector condition and include every possible module or component for every vehicle. DOESNOT

- Blower Control Module

- Body Control Module (BCM)

- Communication Interface Module (CIM)

- Cooling Fan Control Module

- Electronic Brake Control Module (EBCM)

- Electronic Brake and Traction Control Module (EBTCM)

- Electronic Suspension Control (ESC) Module

- Engine Control Module (ECM)

- Heating, Ventilation and Air Conditioning (HVAC) Control Module

- HVAC Actuator

- Inflatable Restraint Sensing and Diagnostic Module (SDM)

- Any AIR BAG module

- Seatbelt Lap Anchor Pretensioner

- Seatbelt Retractor Pretensioner

- An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023

- Powertrain Control Module (PCM)

- Remote Control Door Lock Receiver (RCDLR)

- Transmission Control Module (TCM)

Correction

replace the control module, wiring or component for the following conditions: ImportantDO NOT

-

be duplicated. The condition is intermittent and cannot

-

be duplicated. The condition is present and by disconnecting and reconnecting the connector the condition can no longer

Use the following procedure to correct the conditions listed above.

1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the

control modules (refer to SI).
If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component

which may be causing the condition (refer to SI).

If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the

condition (refer to SI).

2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator

documents to locate and disconnect the affected harness connector(s) which are causing the condition.

ImportantDO NOT

apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate theconnectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin.

3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s).

4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information:

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical

Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 25

Bravada V6-262 4.3L VIN W CPI (1994)

Note

Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severecases it may be unable to be seen or identified without the use of a magnifying glass.

- DTC Diagnostic Procedure

- Circuit/System Description

- Conditions for Running the DTC

- Conditions for Setting the DTC

- Diagnostic Aids

- Circuit/System Verification

If the condition cannot be duplicated, the repair is complete. If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI).

Repair Order Documentation

be documented on the repair order. Failure to do so may result in a chargeback.ImportantThe following information MUST

- Customer vehicle condition.

- Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message.

- Was a DTC(s) set? If yes, specify which DTC(s) were set.

- After following the procedure contained within this bulletin, could the condition be duplicated?

If the condition duplicated, then document the affected module/component connector name and number on the repair order. was not

-

was

If the condition duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement ofa module or component, the SI Document ID Number be written on the repair order. MUST

Parts Information

Alternate Distributor For All of North America
Note

NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in thisbulletin.

*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does notendorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be availablefrom other sources.

Warranty Information (excluding Saab Models)

For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectriclubricant was applied to:

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical

Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 26

Bravada V6-262 4.3L VIN W CPI (1994)

Warranty Information (Saab Models)

For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectriclubricant was applied to refer to the table above.

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 04-06-04-054B >

Nov > 10 > Engine Controls - Aftermarket Accessory Usage

Engine Control Module: All Technical Service BulletinsEngine Controls - Aftermarket Accessory Usage
INFORMATION

04-06-04-054BBulletin No.:

November 18, 2010Date:

Info - Non-GM Parts and Accessories (Aftermarket)Subject:

Models:

2011 and Prior GM Passenger Cars and Trucks

Supercede:This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM)names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System).

The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM'spolicy on the use and installation of these aftermarket components.

When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts andaccessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "thesame" 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 byGM.

During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A), ACDelco(R)distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair orderthe circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such partsor 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 GMare responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealeror 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 federallaw. 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 forpotential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part,the warranty will not be honored.

- Propane injection

- Nitrous oxide injection

- Additional modules (black boxes) that connect to the vehicle wiring systems

- Revised engine calibrations downloaded for the engine control module

- Calibration modules which connect to the vehicle diagnostic connector

- Modification to the engine turbocharger waste gate

Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negativelyaffect 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.

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other

Service Bulletins for Relay Module: > 04-06-04-054B > Nov > 10 > Engine Controls - Aftermarket Accessory Usage > Page 32

Bravada V6-262 4.3L VIN W CPI (1994)

A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer,which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one ormore of the following modifications:

General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It isbecause of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that preventsany UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components wheneverthe presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to thelatest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirementsfor calibration verification.

These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will notbe covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of thevehicle'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 timesthese companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out thatis has been installed.

Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repairdirection. 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, thecustomer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by GeneralMotors.

It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performanceand reliability of the customer's vehicle.

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 67-65-37 > Jun >

97 > Engine - Intermittent Hesitation/Low Power/Rough Running

Engine Control Module: All Technical Service BulletinsEngine - Intermittent Hesitation/Low Power/Rough Running

File In Section: 6E - Engine Fuel & Emission
Bulletin No.: 67-65-37
Date: June, 1997

Subject: Intermittent Hesitations, Low Power, and Rough Running Engine in Cold Temperatures (Replace PCM)

Models: 1993-95 Chevrolet and GMC, M/L, S/T Models1993-94 Oldsmobile Bravada with 4.3L Engine (VIN W - RPO L35) and HYDRA-MATIC M30 Automatic Transmission only
Condition

Some owners may comment about intermittent hesitations at ambient temperatures below -10C (14F). The hesitations may also be associated with lowpower or a rough running engine. This condition may lead to a closed throttle stall when stopped. This condition, if encountered, would most likely occurwithin the first few minutes of engine operation after a cold overnight soak. If the low power condition were encountered, the engine would run normallyafter one vehicle ignition cycle (Off/Start/Run).
Cause

Under certain conditions a high frequency transient voltage spike back feeds into the engine controller (PCM) and causes it to reset. PCM resets wouldmanifest themselves as a bump or hesitation. Infrequently these resets lead to an incorrect fuel/spark run mode which is associated with the low powercondition.
Correction
Replace the PCM with a new PCM. Choose the appropriate PCM from the list below.

Year Model PCM Part
1993 M/L and S/T 16245357

1994-95 M/L and S/T 16245358

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other

Service Bulletins for Relay Module: > 67-65-37 > Jun > 97 > Engine - Intermittent Hesitation/Low Power/Rough Running > Page 37

Bravada V6-262 4.3L VIN W CPI (1994)

In addition to replacing the PCM, the associated Memcal must also be replaced. Choose the appropriate Memcal from the listed tables.

Important:

The service Memcal is common with an EGR Service Memcal, and some vehicles may already have the correct service Memcal.

Warranty Information

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other

Service Bulletins for Relay Module: > 67-65-37 > Jun > 97 > Engine - Intermittent Hesitation/Low Power/Rough Running > Page 43

Bravada V6-262 4.3L VIN W CPI (1994)

For vehicles repaired under warranty, use the table.

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 timesthese companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out thatis has been installed.

Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repairdirection. 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, thecustomer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by GeneralMotors.

It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performanceand reliability of the customer's vehicle.

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other

Service Bulletins for Relay Module: > 67-65-37 > Jun > 97 > Engine - Intermittent Hesitation/Low Power/Rough Running > Page 48

Bravada V6-262 4.3L VIN W CPI (1994)

In addition to replacing the PCM, the associated Memcal must also be replaced. Choose the appropriate Memcal from the listed tables.

Important:

The service Memcal is common with an EGR Service Memcal, and some vehicles may already have the correct service Memcal.

Warranty Information

For vehicles repaired under warranty, use the table.

> Relays and Modules > Relays and Modules - Body and Frame > Keyless Entry Module > Component Information > Locations

Keyless Entry Module Wiring

> Relays and Modules > Relays and Modules - Body and Frame > Keyless Entry Module > Component Information > Locations > Page 53

C350 - Remote Keyless Entry Module

> Relays and Modules > Relays and Modules - Body and Frame > Trunk / Liftgate Relay > Component Information > Locations

Rear Window Release Wiring

> Relays and Modules > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Locations

ABS Main Relay: Locations
FOUR WHEEL ANTILOCK BRAKE SYSTEM (4WAL)

Brake Pressure Modulator Valve

The relay is located inside the Brake Pressure Modulator Valve and is not serviced seperately.(BPMV)

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Locations

Forward Lamps Harness, LH Side

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Four-Wheel Antilock Brake Module (EHCU)

Electronic Brake Control Module: DiagramsFour-Wheel Antilock Brake Module (EHCU)

Fig. 34 ABS Connector Terminal Identification.

Fig. 32 ALDL Connector Terminal Identification.

ABS Connector Terminals.

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Four-Wheel Antilock Brake Module (EHCU) > Page 66

Electronic Brake Control Module: DiagramsRear Wheel Antilock Brake Module (RWAL EHCU)

Fig. 13 RWAL System Electrical Connectors.

RWAL system electrical connectors.

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 67

Electronic Brake Control Module: Service and Repair

Fig. 225 EHCU/BPMV Mounting.

(EHCU) Electro-Hydraulic Control Unit / (BPMV) Brake Pressure Modulator Valve Module is not serviceable and must be replaced as aunit.

1. Remove washer tank attaching bolts, then position aside.

2. Remove EHCU/BPMV electrical connectors.

3. Disconnect module brake lines.

Use caution not to get brake fluid on paint or electrical connections.

4. Remove upper to lower bracket assembly attaching bolts.

5. Remove EHCU/BPMV module and upper bracket assembly from vehicle.

Fig. 225.

6. Remove upper mounting bracket to EHCU/BPMV module attaching bolts, 7. Reverse procedure to install, noting the following:

Torque
Torque
Torque

a. EHCU/BPMV module to bracket attaching bolts to 5 ft. lbs.b. EHCU/BPMV bracket assembly attaching bolts to 20 ft. lbs.c. brake line fittings to 16 ft. lbs.d. Bleed EHCU/BPMV module. See: Brakes and Traction Control/Brake Bleeding

> Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Locations

Cruise Control Module: Locations

Cruise Control I/P Wiring

Under the L/H side of the I/P, left of the steering column.

> Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Diagrams > Diagram Information and Instructions

Cruise Control Module: Diagram Information and Instructions

Electricity

Electrical power flows from the power source to a load device and then back to the source of power. The electrical circuit should contain a deviceto open or close the circuit, such as a switch or relay, and a protective device (in case of an overload), such as a circuit breaker or a fusible link.Electrical circuits can be set up as series circuits, parallel circuits, or series/parallel circuits. The circuits in this vehicle are normally parallelcircuits.

Series Circuit

Series Circuit

In a series circuit, the electrical devices are connected to form one current path to and from the power source. In a series circuit the voltage isshared equally by all the devices in the circuit.

Parallel Circuit

Parallel Circuit

A series/ parallel circuit consists of a single current path and a circuit with more than one current path to and from the power source. In a parallelcircuit the voltage is constant and equal for each current path.

Series/Parallel Circuit

> Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Diagrams > Diagram Information and Instructions > Page

74

Bravada V6-262 4.3L VIN W CPI (1994)

Series/Parallel Circuit

A Series/Parallel circuit consists of a single current path and a circuit with more than one current path to and from the power source.

Cell References
CELL REFERENCES

"CELL"

General Motors vehicles often use references in their electrical wiring diagrams. These references are used in the Original EquipmentManual to refer to a section in the manual and not a specific diagram(s).

GM Sample Diagram W/ Cell Reference

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 theexample, "Section 20" is the engine control section of the manual.

Diagrams / Electrical Diagrams

To navigate through these "Cell" references start at the vehicle level and go to: - for a complete list of the diagramsavailable for the vehicle. Choose the you are working on and view those diagrams. system

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 theresults are displayed note the path displayed. This will show the system the component belongs in.

Circuit Components

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Circuit Components

Circuit components include power sources, circuit protection devices, circuit controllers, and circuit loads. Power sources are the battery orgenerator which provide the power for the circuit. Circuit protection devices are components such as fuses, circuit breakers and fusible links andprovide overload protection for the circuit. Circuit controllers are used to control the power flow within a circuit and are usually switches andrelays. Circuit loads are the actual component that provides a specific function. Circuit loads can be lights, motors, and solenoids

Relays

Non-Relay Circuit

Relay Circuit

Battery and load location may require that a switch be placed some distance from either component. This means a longer wire and a higher voltagedrop. The installation of a relay between the battery and the load reduces the voltage drop, because the switch controls the relay, the switch can becompact.

Diodes

Diode Specifications And Configurations

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Many of the electrical systems in this vehicle use diodes to isolate certain circuits and protect them from voltage surges. Diode specifications andreplacement part numbers are listed in illustration.

Diode Markings

To identify the Peak Inverse Voltage rating of the diode that will be replaced refer to illustration.(PIV)

Replacement procedures are as follows:

1. If the diode is taped to the harness, remove all of the tape.2. Paying attention to the direction of current flow, remove the faulty diode from the harness with a suitable soldering tool. If the diode is located
next to a connector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool.

3. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is necessary to attach
the new diode.

4. Check the current flow direction of the new diode, being sure to install the diode with the correct bias. Attach the new diode to the wire(s)
using 60/40 rosin core solder. Use a heat sink (aluminum alligator clip) attached across the diode leads to protect it from excessive heat.Follow the manufacturer's instructions for the soldering equipment you are using.

5. Install terminal(s) into the connector body, if removed in step 2.6. Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposed
wire and diode attachment points.

Electrostatic Discharge (ESD) Warnings

Many solid state electrical components, such as those found in the instrument panel and the radio, can be damaged by Electrostatic Discharge (ESD).Some will display a label, but many will not. In order to avoid possible damage to any components, observe the following:

1. Body movement produces electrostatic charge. To discharge personal static electricity, touch ground point (metal) on vehicle. This should be done
any time you slide across seat, sit down, get up or do any walking.

2. Do not touch exposed electric terminals on components with your finger or any tools. The connector being checked might be tied into a circuit
which, in turn, could be damaged by electrostatic discharge.

3. When using a screwdriver or similar tool to disconnect a connector, never let tool come in contact with or come between exposed terminals.4. Never jump, ground or use test equipment probes on any components or connectors unless specified in diagnosis. When using test equipment,
.always connect ground lead first

5. Do not remove solid state component from protective packaging until ready to install.6. Always touch solid state component's package to ground before opening. Solid state components can also be damaged if they are bumped or
dropped.

7. Do not allow solid state components to come into contact with metal work benches or electronic components such as a television, radio or
oscilloscope.

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Symbol Identification

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Symbol Identification

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Symbol Identification

Wire Color Code Identification

BLK:

BLU:

BRN:

DK BLU:

DK GRN:

Black Blue Brown Dark Blue Dark Green GrayGRA:

GRN:

LT BLU:

LT GRN:

ORG:

PNK:

PPL:

RED:

RST:

TAN:

WHT:

Green Light Blue Light Green Orange Pink Purple Red Rust Tan White YellowYEL:

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Cruise Control Module: Diagnostic Aids

Pull-to-Seat Connectors

NOTE

: The following general repair procedures can be used to repair most types of connectors. Use the Pick(s) or Tools that apply to your terminal.Use Terminal repair kit J 38125 or equivalent.

Figure 20 - Typical Pull-To-Seat Connector

Follow the steps below to repair Pull-To-Seat connectors (Figure 20). The steps are illustrated with typical connectors. Your connector may be different,but the repair steps are similar. Some connectors DO NOT require all the steps shown. Skip the steps that DO NOT apply.

Figure 21

Figure 22

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1.
Separate connector halves. Using the proper pick or removal tool, remove terminal (see Figures 21 & 22).a.

Pull lead gently.
b. Insert pick from front of connector into canal.
c. Pry tab up with tool.
d. Push lead to remove.

2. If terminal is to be re-used, re-form locking tang.

3.
Make repair.a.

Pull terminal wire out of connector body.

b. Cut wire as close to terminal as possible.

Figure 23

c. Strip 5 mm (3/16") of insulation from the wire (see Figure 23).
d. Crimp new terminal to wire.
e. Solder with rosin core solder.
f. Carefully pull on wire to draw terminal into connector body until it locks.

Push-to-Seat Connectors

NOTE

: The following general repair procedures can be used to repair most types of connectors. Use the Pick(s) or Tools that apply to your terminal.Use Terminal repair kit J 38125 or equivalent.

Figure 1 - Typical Push-To-Seat Connector

Follow the steps below to repair Push-To-Seat connectors (Figure 1). The steps are illustrated with typical connectors. Your connector may be different,but the repair steps are similar. Some connectors DO NOT require all the steps shown. Skip the steps that DO NOT apply.
Remove Terminal Position Assurance (TPA) device, Connector Position Assurance (CPA) device and/or secondary lock.

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Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

1. Separate connector halves (see Figures 2 through 6).

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Figure 7

Figure 8

Figure 9

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Figure 10

Figure 11

2. Release terminal using proper pick or removal tool. Gently pull cable and terminal out the back of the connector (see Figures 7 through 11).

Figure 12

Figure 13

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Figure 14

Figure 15

Figure 16

3. If terminal is to be re-used, re-form locking tang (see Figures 12 through 16).

4.

Make repair.When using a new terminal:a.

Slip cable seal away from terminal (if seal exist).
b. Cut wire as close to terminal as possible.
c. Slip a new cable seal onto wire (if necessary).
d. Strip 3/16" (5 mm) of insulation from wire.

Figure 17

e. Crimp a new terminal to the wire (Figure 17).
f. Solder with rosin core solder.
g. Slide cable seal toward terminal (if equipped with a seal).
h. Crimp cable seal and insulation (if equipped with a seal, see Figure 17).
i. Apply grease to connectors outside the passenger compartment where the connector originally was equipped with grease.
To re-use a terminal or lead assembly, see previous steps c through i for repairs. Be sure to keep cable seal (if equipped) on terminal side of splice.

5. Insert lead from the back until it catches.

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Figure 18

Figure 19

6. Install TPA's, CPA's and/or secondary locks, if equipped (see Figures 18 & 19).

Basic Troubleshooting Guide
TROUBLESHOOTING GUIDELINES

Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in this section. You should understand thebasic theory of electricity and know the meaning of voltage, current (amps) and resistance (ohms). You should understand what happens in acircuit with an open or a shorted wire. You should be able to read and understand a wiring diagram. The following four-step troubleshootingprocedure is recommended:

Step 1: Check the problem

Perform a System Check to determine a symptom. Don't waste time fixing part of the problem! Do not begin disassembly or testing until you havenarrowed down the possible causes.

Step 2: Read the electrical schematic

Study the schematic. Read the Circuit Description text if you do not understand how the circuit should work. Check circuits that share wiring withthe problem circuit. (Shared circuits are shown on Power Distribution, Ground Distribution, Fuse Block Details and Light Switch Details pages.)Try to operate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by theproblem circuit. If several circuits fail at the same time, chances are the power (fuse) or ground circuit is faulty.

^Step 3: Find the fault and repair

Narrow down the possible causes.
^ Use the Troubleshooting Hints.
^ Make the necessary measurements or checks as given in the System Diagnosis.
^

Before replacing a component, check power, signal and ground wires at the component harness connector. If the checks and connections areOK, the most probable cause is component failure.

Repeat the System Check to verify the fault has been corrected and that no other faults were induced during the repair.Step 4: Test the repair

EXAMPLE:

A customer brings in a vehicle and says that the HI beams do not work.

Step 1:

Perform a system check on the headlight circuit. You may discover that both LO beams operate. In "HI," you may notice that the HI BeamIndicator comes on, but neither HI beam operates.

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Fig. 1 Typical Headlights Schematic

Step 2: Fig.5

Read the headlights electrical schematic, see This is the step that will save time and labor. Remember, it is essential to understandhow a circuit should work, before trying to figure out why it doesn't.

After you understand how the circuit should operate, read the schematic again, this time keeping in mind what you have learned by operating thecircuit.

Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E"of C100, the TAN wires and grounds G105 and G109 are all good. Furthermore, since you saw that the HI Beam Indicator came on when the headlight Dimmer Switch was moved to "HI," you know that the HIcontacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good.

At this point, you could test for voltage at the RH Headlamp with the Headlight Dimmer Switch in "HI." However, it is extremely unlikely that theHI beam filaments have burned out in both headlamps, or that both headlamps connections are bad. The cause must be a bad connection at C100,or a break in the LT GRN wire between C100 and the RH Headlamp. You have quickly narrowed the possible causes down to one specific area, and have done absolutely no work on the vehicle itself.

Step 3:

Find the fault and repair it. Using the Component Location List and the corresponding figure, you can quickly find C100 and the LT GRNwire, locate the exact trouble point and make the repair.

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Step 4:

Check the repair by performing a system check on the headlights circuit. This, of course, means making sure that both HI beams, both LObeams and the HI Beam Indicator are all working.

Now suppose that the symptoms were different. You may have operated the Headlamps and found that the LO beams were working, but neitherthe HI beams nor the HI Beam Indicator were working. Looking at the schematic, you might conclude that it is unlikely that both HI beamfilaments and the HI Beam Indicator have all burned out at once. The cause is probably the Headlight Dimmer Switch or its connector.

Troubleshooting Tools
TEST LIGHT/VOLTMETER

Use a test light to check for voltage. A Test Light is made up of a 12 volt light bulb, with a pair of leads attached. After grounding one lead, touchthe other lead to various points along the circuit where voltage should be present. When the bulb goes on, there is voltage at the point being tested.A voltmeter can be used instead of a test light. While a test light shows whether or not voltage is present, a voltmeter indicates how much voltage

is present.An increasing number of circuits include solid state control modules. One example is the Electronic Control Module (ECM). Voltages in thesecircuits should be tested only with a 10-megaohm or higher impedance digital voltmeter or multimeter. Unless directed to within the diagnostics,never use a test light on circuits that contain soled state components, since damage to these components may result.When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a WeatherPack(R) connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosionbetween contact surfaces is sometimes a cause of electrical problems.

CONNECTOR TEST ADAPTERS

A GM connector Adapter Kit (J 35616) is available for making tests and measurements at separated connectors. This kit contains an assortment ofprobes which mate with many of the types of terminals you will see. Avoid using paper clips and other substitutes since they can damage terminalsand cause incorrect measurements.

SELF-POWERED TEST LIGHT

A self-powered test light can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads are touchedtogether, the bulb will go on. A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you'reworking on. Select two specific points along the circuit through which there should be continuity. Connect one lead of the self-powered test lightto each point. If there is continuity, the test light circuit will be completed and the bulb will go on. Never use a self-powered test light on circuitsthat contain solid state components, since damage to these components may result.

OHMMETER

An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along acircuit. Low resistance means good continuity. Circuits which include any solid state control modules, such as the Electronic Control Module(ECM), should be tested only with a 10-megaohm or higher impedance digital multimeter.When measuring resistance with a digital multimeter, the vehicle Battery should be disconnected. This will prevent incorrect readings. Digitalmeters apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Diodes and solid statecomponents in a circuit can cause an ohmmeter to give a false reading. To find out if a component is affecting a measurement, take a reading once,reverse the leads and take a second reading. If the readings differ, the solid state component is affecting the measurement.

FUSED JUMPER WIRE

A fused jumper is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire issupplied with a 20 amp fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects thecircuit being tested.

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

SHORT FINDER

Short Finders are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and shows youthe location of the short through body trim or sheet metal.

FUSE TESTER

A simple tester can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact the fuse,either into the slots of a flat fuse or to the metal ends of a glass fuse. With power on, a red LED in the tester lights if the fuse is open. The handleof the tester is a tool for removing either type of fuse.

Troubleshooting Tests
PROBING

After probing, when reconnecting connectors or replacing terminals, always be sure to reinstall Connector Position Assurance (CPA) and TerminalPosition Assurance (TPA).

Frontprobe

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When frontprobing of connectors is required, always use a mating terminal adapter (GM Connector Test Adapter Kit J 35616 or equivalent). Theuse of proper adaptors will ensure that proper terminal contact integrity is maintained.

Backprobe

Only backprobe connector terminals when specifically called for in diagnostic procedures. Since backprobing can be a source of damage toconnector terminals, extra care must be taken to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by usingtoo large a test probe.

After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, see CHECKING TERMINAL CONTACT.

Voltage Check

TESTING FOR VOLTAGE

1. Connect one lead of a test light to a known good ground. When using a voltmeter, be sure the voltmeter's negative lead is connected to ground.2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal).3. If the test light illuminates, there is voltage present. When using a voltmeter, note the voltage reading.

Continuity Check through a Switch

TESTING FOR CONTINUITY

1. Remove the fuse to the circuit involved.2. Connect one lead of a self-powered test light or ohmmeter to one end of the part of the circuit you wish to test.3. Connect the other lead to the other end of the circuit.4. If the self-powered test light glows, there is continuity. When using an ohmmeter, low or no resistance means good continuity.

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Voltage Drop Test

TESTING FOR VOLTAGE DROP

This test checks for voltage being lost along a wire, or through a connection or switch.

1. Connect the positive lead of a voltmeter to the end of the wire (or to one side of the connection or switch) which is closer to the Battery.2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch).3. Operate the circuit.4. The voltmeter will show the difference in voltage between the two points.

Testing for Short with Test Light or Voltmeter

TESTING FOR SHORT TO GROUND

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With a Test Light or Voltmeter

1. Remove the blown fuse and disconnect the load.2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered).3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching

the test light or voltmeter.

4. When the test light glows, or the voltmeter registers, there is a short to ground in the wiring near that point.

Testing for Short with Self-Powered Test Light or Ohmmeter

With a Self-Powered Test Light or Ohmmeter

1. Remove the blown fuse and disconnect the Battery and load.2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side.3. Connect the other lead to a known good ground.4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching

the self-powered test light or ohmmeter.

5. When the self-powered test light glows, or the ohmmeter registers, there is a short to ground in the wiring near that point.

Fuses Powering Several Loads FUSE BLOCK DETAILS

1. Find the schematic under for the fuse that has blown.2. Open the first connector or switch leading from the fuse to each load.3. Replace the fuse.

^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described previously.

^ If fuse does not blow, refer to next step.

4. Close each connector or switch until the fuse blows in order to find which circuit the short is in. Connect test lamp or meter at the connector to

the suspect circuit (disconnected) rather than at the fuse terminals.

Intermittents and Poor Connections
DESCRIPTI0N

Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Someitems to check are:

^ Poor mating of connector halves, or terminals not fully seated in the connector body (backed out).
^ Dirt or corrosion on the terminals. The terminals must be clean and free of any foreign material which could impede proper terminal contact.
^

Damaged connector body, exposing the terminals to moisture and dirt, as well as not maintaining proper terminal orientation with the componentor mating connector.

^

Improperly formed or damaged terminals. All connector terminals in problem circuits should be checked carefully to ensure good contact tension.Use a corresponding mating terminal to check for proper tension. Refer to in this section for the specific procedure.Checking Terminal Contact

^

The Connector Test Adapter Kit (GM J 35616-A or equivalent) must be used whenever a diagnostic procedure requests checking or probing aterminal. Using the adapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient.If contact tension seems incorrect, refer to for specifics.Checking Terminal Contact

^

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

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

Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of amulti-strand-type wire are intact, resistance could be far too high. To avoid any of the above problems when making wiring or terminal repairs,always follow the instructions for wiring and terminal repair outlined under the Connector and Wire Repair.

Checking Terminal Contact

Fig. 7 Deformation of a Typical Metri-Pak Series Female Terminal

DESCRIPTION

When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to GM Terminal Repair Kit, J 38125-A,instruction manual, J 38125-4 for terminal identification), it is important to check terminal contact between a connector and component, orbetween in-line connectors, before replacing a suspect component.

Frequently, a diagnostic chart leads to a step that reads: "Check for poor connection." Mating terminals must be inspected to assure good terminalcontact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation.

Contamination is caused by the connector halves being improperly connected, a missing or damaged connector seal, or damage to the connectoritself, exposing the terminals to moisture and dirt. Contamination, usually in underhood or underbody connectors, leads to terminal corrosion,causing an open circuit or intermittently open circuit.

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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 terminalcontact, see causing an open or intermittently open circuit.Fig. 7,

PROCEDURES:

Follow the procedure below to check terminal contact.

1. Separate the connector halves.

2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between
terminals, causing high terminal resistance, intermittent contact or an open circuit. An underhood or underbody connector that shows signs ofcontamination should be replaced in its entirety: terminals, seals and connector body.

3. Using an equivalent male terminal from the Terminal Repair Kit, check the retention force of the female terminal in question by inserting and
removing the male terminal to the female terminal in the connector body. Good terminal contact will require a certain amount of force to separatethe terminals.

4. Using an equivalent female terminal from the Terminal Repair Kit, compare the retention force of this terminal to the female terminal in question
by joining and separating the male terminal to the good female terminal, and then joining and separating the male terminal to the female terminalin question. If the retention force is significantly different between the two female terminals, replace the female terminal in question.

If a visual (physical) check does not reveal the cause of the problem, the vehicle may be able to be driven with a DVM connected to the suspectedcircuit. An abnormal voltage reading when the problem occurs indicates the problem may be in that circuit.

General

There are three electrical conditions that can cause a non-working circuit: an "Open Circuit," a "Short Circuit" or a "Grounded Circuit." The breakcan also be caused by intermittent or poor connections.

Open Circuit

Open Circuit

An open circuit occurs whenever there is a break in the circuit. The break can be corrosion at the connector, a wire broken off in a component, awire that burned open from too much current or a component nor operating as it should.

Short Circuit

Short Circuit

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A short circuit happens when the current bypasses part of the normal circuit. This bypassing is usually caused by wires touching, salt water in or ona component such as a switch or a connector, or solder melting and bridging conductors in a component.

Grounded Circuit

Grounded Circuit

GROUNDED CIRCUIT

A grounded circuit is like a short circuit but the current flows directly into a ground circuit that is not part of the original circuit. This may be caused by awire rubbing against the frame or body. Sometimes a wire will break and fall against metal that is connected electrically to the ground side of the voltagesupply. A grounded circuit may also be caused by deposits of oil, dirt, or moisture around connections or terminals, which provide a good path toground.

Intermittents and Poor Connections

*** FOR ADDITIONAL INFORMATION NOT INCLUDED HERE, REFER TO TSB# 9282 DATED SEPTEMBER, 1991 ***

Most intermittents are usually caused by faulty electrical connections or wiring, although occasionally a sticking relay, solenoid, or loose groundpoint can be a problem.

Handling and Measuring Procedures

Fig. 1 ESD Symbol

Fig. 2 Typical Schematic W/ESD Symbol

ELECTROSTATIC DISCHARGE (ESD) SENSITIVE DEVICES

Fig. 1

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Fig. 2.

All ESD sensitive components are Solid State and the following information applies to them. The ESD symbol, , is used on schematics toindicate which components are ESD sensitive, When handling any electronic part, the service technician should follow the guidelinesbelow to reduce any possible electrostatic charge build-up on the service technician's body and the electronic part in the dealership. If it is notknown whether or not a component is ESD sensitive, assume that it is.

HANDLING PROCEDURES

1. Always touch a known good ground before handling the part. This should be repeated while handling the part and more frequently after sliding
across the seat, sitting down from a standing position or walking the distance.

2. Avoid touching electrical terminals of the part, unless so instructed by a written diagnostic procedure.3. When using a voltmeter be sure to connect the ground lead first.4. Do not open package until it is time to install the part.5. Before removing the part from its package, ground the package to a known good ground on the vehicle.

MEASURING PROCEDURES

The circuits shown within the boxes are greatly simplified. Do not troubleshoot by measuring resistance at any terminal of these devices unless soinstructed by a written diagnostic procedure. Due to the simplification of the schematics, resistance measurements could be misleading, or couldlead to electrostatic discharge.

Circuit Protection Devices
DESCRIPTION:

The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a currentrequirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be theresult of a pinched or cut wire or an internal device short circuit, such as an electronic module failure.

The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, ifan electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, itwill not necessarily prevent damage to the component.

CIRCUIT PROTECTION DEVICES

There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link.

CIRCUIT BREAKERS

A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a short orother type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basictypes of circuit breakers used in GM vehicles: cycling and non-cycling.

CYCLING CIRCUIT BREAKER

The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools,it will close again after a few seconds. If the cause of the high current is still present it will open again. It will continue to cycle open and closeduntil the condition causing the high current is removed.

NON-CYCLING CIRCUIT BREAKER

There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a smallheater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source isremoved. The other type is solid state, known as an Electronic Circuit Breaker (ECB). This device has a Positive Temperature Coefficient. Itincreases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases,therefore having a Positive Temperature Coefficient. Eventually the resistance gets so high that the circuit is effectively open. The ECB will notreset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second ortwo.

FUSES

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Bravada V6-262 4.3L VIN W CPI (1994)

Fig. 1 Fuse Devices

Fig. 2 Fuse Rating and Color

Fig. 1.

Fig. 2.

The most common method of automotive wiring circuit protection is the fuse, A fuse is a device that, by the melting of its element, opensan electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced eachtime a circuit is overloaded or after a malfunction is repaired. Fuses are color coded. The standardized color identification and ratings are shown in For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a suspect fuse for a break in theelement. If the element is broken or melted, replace the fuse with one of equal current rating. There are additional specific circuits with in-linefuses. These fuses are located within the individual wiring harness and will appear to be an open circuit if blown.

AUTOFUSE

The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is most oftenused to protect the wiring assembly between the Fuse Block and the system components.

MAXIFUSE