Oldsmobile Bravada 1997 V6 4.3L Workshop Manual

oldsmobile :: Oldsmobile Truck Bravada V6-4.3L
VIN W (1997)

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information

Emergency Contact Module: Technical Service BulletinsOnStar(R) - Analog Only Systems Information

INFORMATION
Bulletin No.: 06-08-64-007A
Date: September 22, 2008

Subject: Information on OnStar(R) Analog-Only Systems

Models
Supercede:

This bulletin is being revised to update the models affected list above. Please discard Corporate Bulletin Number 06-08-46-007 (Section 08 - Body &Accessories).

All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles withanalog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility.

Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available onlythrough Dual-Mode (Analog / Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment.

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information >

Page 8

Emergency Contact Module: Technical Service BulletinsOnStar(R) - Aftermarket Device Interference Information

INFORMATION
Bulletin No.: 08-08-46-004
Date: August 14, 2008

Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services

Models:2009 and Prior GM Passenger Car and Truck (including Saturn)2009 and Prior HUMMER H2, H3 Models2009 and Prior Saab 9-7X
with OnStar(R) (RPO UE1)

This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic LinkConnector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails.

Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel EconomyAnalyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by asubscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic(OVD) e-mail.

These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requestingdata, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations.

The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of theunsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern.

When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of theOnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVDe-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnosticssection for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section iscollapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device.

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Emergency Contact Module > Component Information > Technical Service Bulletins > OnStar(R) - Analog Only Systems Information >

Page 9

Emergency Contact Module: Technical Service BulletinsOnStar - Analog-Only Systems Information

Bulletin No.: 06-08-46-007
Date: December 13, 2006
INFORMATION

Subject:Information on OnStar(R) Analog-Only Systems

Models:1996-2001 GM Passenger Cars and Trucks

Plus:2002 Buick LeSabre, Rendezvous2002-2003 Buick Century, Regal2002-2005 Buick Park Avenue2002 Cadillac Eldorado, Escalade Models2002 Chevrolet Avalanche, Silverado, Suburban, Tahoe, Venture2002 GMC Denali, Denali XL, Jimmy, Sierra, Yukon, Yukon XL2002 Oldsmobile Intrigue, Silhouette2002-2003 Oldsmobile Aurora2002 Pontiac Aztek, Bonneville, Montana2002-2003 Pontiac Grand Prix
with OnStar(R) (RPO UE1)

All vehicles equipped with OnStar(R) listed in this bulletin were built with Analog-Only OnStar(R) Hardware. OnStar(R) equipped vehicles withanalog-only equipment were designed to operate only on the analog wireless network and cannot be upgraded for digital network compatibility.

Vehicles with this equipment will no longer be able to receive OnStar(R) services beginning January 1, 2008. At that time, service will be available onlythrough Dual-Mode (Analog/Digital) equipment. Analog-Only vehicles cannot be upgraded to digital equipment.

Disclaimer

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

Keyless Entry Module: Service and Repair

Remote Control Door Lock Receiver

REMOVE OR DISCONNECT

1. Left-side instrument panel sound insulator.2. Electrical connector.3. Retainer.4. Remote control door lock receiver from the instrument panel sound insulator.

Remote Control Door Lock Receiver

INSTALL OR CONNECT

1. Remote control door lock receiver to the instrument panel sound insulator.2. Retainer.3. Electrical connector.4. Left-side instrument panel sound insulator.5. Reprogram the transmitters.6. Check the operation of the system.

> 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 21

Bravada V6-4.3L VIN W (1997)

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 22

Bravada V6-4.3L VIN W (1997)

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 23

Bravada V6-4.3L VIN W (1997)

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 > 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 29

Bravada V6-4.3L VIN W (1997)

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 30

Bravada V6-4.3L VIN W (1997)

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 31

Bravada V6-4.3L VIN W (1997)

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: > 01-03-10-009A >

Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing

Wheel Fastener: All Technical Service BulletinsWheels - Plastic Wheel Nut Covers Loose/Missing

Bulletin No.: 01-03-10-009A
Date: July 27, 2004
TECHNICAL

Subject:Plastic Wheel Nut Covers Missing and/or Loose (Replace Missing Covers and Add Sealant to All Covers)

Models:2005 and All Prior Passenger Cars (Except All Cadillac Models and Pontiac GTO)
with Plastic Wheel Nut Covers
Supercede:
This bulletin is being revised to add additional models years. Please discard Corporate Bulletin Number 01-03-10-009.
Condition
Some customers may comment that the plastic wheel nut covers are missing and/or loose.
Correction

Important:

^ DO NOT USE a silicone-based adhesive.
^ Do not apply the *permatex(R) around the threads in a circular pattern.
^ Apply a single bead across the threads approximately 10 mm (0.4 in) in length, 5 mm (0.2 in) in height and 5 mm (0.2 in) in width.

Replace any missing plastic wheel nut covers with the appropriate covers and apply Permatex(R) # 2 Form A Gasket Sealant(R) to the threads of all theplastic wheel nut covers. Tighten finger tight plus a 1/4 turn with a hand wrench.
*We believe this source and their products to be reliable. There may be additional manufacturers of such material.

Permatex(R) # 2 Form A Gasket Sealant(R) part numbers (available at your local parts supplier)
^ P/N 80009 (2A/2AR) - 44 ml (1.5 oz) tube boxed

^ P/N 80015 (2AR) - 44 ml (1.5 oz) tube carded
^ P/N 80010 (2B/2BR) - 89 ml (3 oz) tube boxed
^ P/N 80016 (2BR) - 89 ml (3 oz) tube carded
^ P/N 80011 (2C) - 325 ml (11 oz) tube boxed

Warranty Information

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

Service Bulletins for Relay Module: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 37

Bravada V6-4.3L VIN W (1997)

General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any other such itemswhich may be available from other sources.

For vehicles repaired under warranty, use the table.
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: > 01-03-10-009A > Jul > 04 > Wheels - Plastic Wheel Nut Covers Loose/Missing > Page 43

Bravada V6-4.3L VIN W (1997)

Disclaimer

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

Keyless Entry Module: Service and Repair

Remote Control Door Lock Receiver

REMOVE OR DISCONNECT

1. Left-side instrument panel sound insulator.2. Electrical connector.3. Retainer.4. Remote control door lock receiver from the instrument panel sound insulator.

Remote Control Door Lock Receiver

INSTALL OR CONNECT

1. Remote control door lock receiver to the instrument panel sound insulator.2. Retainer.3. Electrical connector.4. Left-side instrument panel sound insulator.5. Reprogram the transmitters.6. Check the operation of the system.

> Relays and Modules > Relays and Modules - Body and Frame > Power Door Lock Relay > Component Information > Locations

Front Of Dash Wiring (RH Side)

> Relays and Modules > Relays and Modules - Body and Frame > Power Door Lock Relay > Component Information > Locations > Page 51

Door Lock Relay (With Remote Keyless Entry (RKE))

> Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof Module > Component Information > Locations

Sunroof / Moonroof Module: Locations

Part of sunroof assembly

> Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof Module > Component Information > Diagrams > Sunroof Control Module Connector

In-Line Connector: C390 (Sunroof Control Module Connector)

> Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof Module > Component Information > Diagrams > Sunroof Control Module Connector > Page 57

Sunroof / Moonroof Module: DiagramsSunroof Express Module Connectors

In-Line Connector: C391 (Sunroof Express Module Connector)

> Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof Module > Component Information > Diagrams > Sunroof Control Module Connector >

Page 58

Bravada V6-4.3L VIN W (1997)

Sunroof Express Module Connector: C1

Sunroof Express Module Connector: C2

> Relays and Modules > Relays and Modules - Body and Frame > Sunroof / Moonroof Module > Component Information > Diagrams > Sunroof Control Module Connector > Page 59

In-Line Connector: C392 (Sunroof Motor And Drive Assembly Pigtail)

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

Electronic Brake Control Module: Specifications

EBCM To BPMV ............................................................................................................................................................................. 5 Nm (39 inch lbs.)*

Torque bolts in an X pattern.*

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

Brake Pressure Modulator Valve (BPMV)

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Locations > Component Locations > Page 66

Front Frame Wiring

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

Electronic Brake Control Module (EBCM)

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Locations > Page 68

Electronic Brake Control Module: Description and Operation
PURPOSE

EHCU

The Electro-hydraulic Control Unit (), located inside the engine compartment on the left inner fender, regulates hydraulic pressure in thebrake system during an antilock stop.

OPERATION

BPMV

The Brake Pressure Modulator Valve () is split into 3 hydraulic channels right front, left front and rear brakes. Each channel has a isolationvalve and a dump valve. The front channels share a low pressure accumulator, attenuator and pump. The rear channel also has a low pressureaccumulator, attenuator and a pump. The rear brake channel of the BPMV controls both rear wheels simultaneously.

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Service and Repair > Replacement

Electronic Brake Control Module: Service and RepairReplacement

Electronic Brake Control Module (EBCM)

REMOVE OR DISCONNECT

1. Negative battery cable.2. Four electrical connectors. 3. Electrical connector from the combination valve. 4. Front and rear brake pipes from the combination valve.5. Three hydraulic line from the tube adapters on the BPMV.6. Three 10mm bolts that fasten the EHCU bracket to the vehicle mounting bracket.7. EHCU from the vehicle.8. Four T-25 Torx(R) bolts that fasten the EBCM to the BPMV.9. EBCM from the BPMV. A light amount of force may be required.

NOTE:

^ Do not pry on the EBCM or BPMV with a mechanical aid. Excessive force will cause damage to the EBCM.^ Do not reuse the EBCM gasket or mounting bolts. Always install a new gasket, and mounting bolts with a new EBCM.^ Clean Top of the BPMV with a clean, dry cloth.

INSTALL OR CONNECT

1. New EBCM gasket onto BPMV.

Do not use RTV or any other type of sealant on the EBCM gasket or mating surfaces.NOTE:

2. EBCM to BPMV.

^ Inspect Gasket for correct alignment.

3. Four new EBCM bolts.

^ Tighten Four bolts to in an X pattern.5 Nm (39 inch lbs.)

4. EHCU on to the vehicle.5. Three 10mm bolts that fasten the EHCU bracket to the vehicle bracket.6. Front and rear brake pipes to the combination Valve.

^ Tighten brake pipe fitting to 29 Nm (22 lb ft).

7. Three hydraulic lines to the tube adapters on the BPMV.

^ Tighten three hydraulic lines.

8. The 2-way electrical connector to the combination valve.9. Four EBCM electrical connectors.

10. Negative battery cable.11. Bleed the system.12. Return to the Diagnostic System Check.

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Service and Repair > Replacement > Page 71

Electronic Brake Control Module: Service and RepairTube Adapters

Tube Adapters

REMOVE OR DISCONNECT

1. Disconnect appropriate brake line from tube adapters.2. Tube adapter.

INSTALL OR CONNECT

1. Tube adapter.

^

Tighten Tube adapter to 31 Nm (23 ft. lbs.)

2. Brake line.3. Bleed the system. Refer to hydraulic Brake System.

NOTE: (BPMV)

If more than one tube adapter is to be removed at one time, the Brake Pressure Modulator Valve should be stamped with a number (1,2, or 3) to correspond with the number of grooves cut into the tube adapters. This will aid in proper reassembly.

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

Cruise Control Module: Locations

Engine Compartment Wiring (LH Rear)

LH rear of the engine compartment on cowl.

> 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

Abbreviation
A/C

Air Conditioning

CCM

Central Control Module

CKT

Circuit

CONN

Connector

EBCM

Electronic Brake Control Module

EBTCM

Electronic Brake and Traction Control Module

ECM

Engine Control Module

HARN

Harness

I/P

Instrument Panel

LH

Left Hand

PCM

Powertrain Control Module

RH

Right Hand

TERM

Terminal

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

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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.

Electrostatic Discharge (ESD Sensitive Devices)

All Electrostatic Discharge sensitive components are Solid State and the following information applies to them.(ESD)

ESD Symbol

Typical Schematic

The ESD symbol is used on schematics to indicate which components are ESD sensitive. When handling any electronic part, the service technicianshould follow the guidelines below to reduce any possible electrostatic charge build-up on the service technician's body and inadvertent discharge to theelectronic part. If it is not known whether or not a component is ESD sensitive, assume it is susceptible.

1. Always touch a known good ground before handling the part. This should be repeated while handling the pan and more frequently after slidingHandling Procedures

across a seat, sitting down from a standing position or walking a distance.

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.

On Board Diagnostics II (OBDII) Symbol

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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 remove a part from its protective 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.

On Board Diagnostics II (OBDII) Symbol

The OBDII symbol is used on circuit diagrams to alert the technician that the circuit is essential for proper OBDII emission control circuit operation.Any circuit which, if it fails, causes the SERVICE ENGINE SOON indicator to turn on, is identified as an OBDII circuit.

Schematic Symbols

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Fig.1-Symbols (Part 1 Of 3)

Fig.2-Symbols (Part 2 Of 3)

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Fig.3-Symbols (Part 3 Of 3)

Vacuum Motors operate like electrical solenoids, mechanically pushing or pulling a shaft between two fixed positions. When vacuum is applied, theshaft is pulled in. When no vacuum is applied, the shaft is pushed all the way out by a spring.
Double Diaphragm Motors can be operated by vacuum in two directions. When there is no vacuum, the motor is in the center "at rest" position.

Some Vacuum Motors such as the Servo Motor in the Cruise Control can position the actuating arm at any position between fully extended and fullyretracted. The servo is operated by a control valve that applies varying amounts of vacuum to the motor. The higher the vacuum level, the greater theretraction of the motor arm. Servo Motors work like the two position motors; the only difference is in the way the vacuum is applied. Servo Motors aregenerally larger and provide a calibrated control.

Supplemental Inflatable Restraint (SIR) System

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SIR Symbol

The Supplemental Inflatable Restraint symbol is used on schematics to alert the technician to the following important caution.(SIR)

CAUTION: CAUTIONS

This vehicle is equipped with SIR. Refer to in SIR under Air Bags and Seat Belts before performing service on or around SIRcomponents or wiring. Failure to follow CAUTIONS could result in possible air bag deployment, personal injury, or otherwise unneeded SIR systemrepairs.

Wire Color Code Identification

Black:

BLK

Blue:

BLU

Brown:

BRN

Grey:

GR Or GRY

Green:

GRN

Natural:

NAT

Orange:

ORN

Pink:

PNK

Purple:

PPL

Red:

RED

Tan:

TAN

White:

WHT

Yellow:

YEL

Dark:

(example: DK GRN same as Dark Green)DK

Light:

(example: LT BLU same as Light Blue)LT

Wire Size Conversion Table

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Cruise Control Module: Diagnostic Aids

Additional Information

NOTE:

Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the DMM. Donot use the DMM to measure resistance through a solid state module.

"ohms"

Continuity tests that work well for detecting intermittent shorts to ground can be performed by setting the DMM to then pressing the button. An audible tone will be heard whenever the DMM detects continuity for at least ."PEAKMIN MAX" 1 millisecond

The J 39200 Instruction Manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand forreference during new procedures.

Basic Knowledge Required

(amps) (ohms)

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, current and resistance . You should understand what happens in a circuit with an open or a shorted wire.You should be able to read and understand a wiring diagram.The following four-step troubleshooting procedure 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 Operation 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.) Try tooperate the shared circuits. If the shared circuits work, then the shared wiring is OK. The cause must be within the wiring used only by the problemcircuit. 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 that the fault has been corrected and that no other faults were induced during the repair.Step 4: Test the Repair

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

You may discover that both LO beams operate. In HI, you may notice that the HI Beam Indicator comes ON, but neither HI beam operates.Step 1: Perform a System Check on the Headlight Circuit

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Typical Headlights Schematic

Step 2: Read the Headlights Electrical Schematic

This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why itdoesn'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 G1O5 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.

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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 GRN wire, locate the exact trouble pointand make the repair.

This, of course, means making sure that both HI beams, both LO beams and the HI Beam Indicator are all working.Step 4: Check the repair by performing a System Check on the Headlights Circuit

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.

Checking Terminal Contacts

DESCRIPTION

When diagnosing an electrical system that utilizes Metri-Pack 150/280/480/630 series terminals (refer to Terminal Repair Kit, J 38125-A, J38125-4 for terminal identification), it is important to check terminal contact between a connector and component, or between 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 Of A Typical Metri-Pack 150/280/480/630 Series Female Terminal

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, causing an open or intermittently open circuit.

PROCEDURE

Follow the procedure below to check terminal contact.1. Separate the connector halves. Refer to Terminal Repair Kit, J 38125-A, J 38125-4.2. Inspect the connector halves for contamination. Contamination will result in a white or green build-up within the connector body or between

terminals, causing HI 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, J 38125-A, 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 offorce to separate the terminals.

4. Using an equivalent female terminal from the Terminal Repair Kit, J 38125-A, 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 terminalto the female terminal in question. If the retention force is significantly different between the two female terminals, replace the female terminalin question (refer to Terminal Repair Kit, J 38125-A).

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

Detecting Electrical Intermittents
PROCEDURE

Use the following procedure to detect intermittent terminal contact or a broken wire with an intermittent connection inside the insulation.

(MIN)

The J 39200 Digital Multimeter has the ability to monitor current, resistance, or voltage while recording the minimum and maximum values measured. The meter can also be set to display the average value measured.(MAX) (AVG)

When diagnosing circuits that have voltage applied, use the voltage setting to monitor a connector (or length of a circuit) which is suspected ofhaving an intermittent connection but is currently operating normally.1. Connect the J 39200 Digital Multimeter to both sides of a suspect connector (still connected) or from one end of a suspect circuit to the other.

Digital Multimeter (DMM) Connections

This will continuously monitor the terminal contacts or length of wire being checked. Refer forexamples of the various methods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Digital Multimeter (Dmm)Connections

2. Set the meter for voltage. Since the "MIN MAX" mode does not use auto ranging, manually select the voltage range necessary before

proceeding.

3. Press the "MIN MAX" button. The meter should read (100 millisecond record) and emit a beep. The meter is"100 ms RECORD" 1/4 second

now ready to record and will generate an audible tone for any change in voltage. At this point, you may wish to press the "PEAK MIN MAX"button, which will record any voltage variations that occur for at least .1 millisecond

4. Try to simulate the condition that is potentially causing an intermittent connection, either by wiggling connections or wiring, test driving or

1/4 second.

performing other operations. If an open or resistance is created, a voltage will be present and the meter will emit a tone for as long as the openor resistance exists. Any change in voltage will cause the meter to emit a tone for no less than (Listening for a tone whilemanipulating wiring is very helpful for narrowing down an intermittent connection.)

Use the MIN and MAX values when the meter is out of sight or sound range, in noisy areas or for test driving when it may not be possible tomonitor the meter.

To check the MIN and MAX recorded voltages press "MIN MAX" once for MAX and twice for MIN. A variation between MIN and MAXrecorded voltages (unless nearly ) suggests an intermittent open or that resistance exists and should be repaired as necessary.0 volts

IMPORTANT: "100 ms RECORD"

The (100 millisecond record) mode is NOT the amount of time allowed to perform a specificprocedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode.

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Digital Multimeter (Dmm) Connections

The previous diagnostic procedure was written to detect intermittents using the DMM set to voltage. Whether using the current, voltage or resistancesetting to detect intermittents, it is necessary to properly connect the DMM to the circuit.
Following are examples of the various methods of connecting the DMM to the circuit to be checked:

^

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 performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.)

^ Disconnect the harness at both ends of the suspect circuit where it connects either to a component or to other harnesses.
^ Use Connector Test Adapter Kit J 35616-A to connect the DMM to the circuit.
^

If the system being diagnosed has a specified Pinout or breakout box, it may be used to simplify connecting the DMM to the circuit or forchecking multiple circuits quickly.

Intermittents and Poor Connections

Most intermittents are caused by faulty electrical connections or wiring, although occasionally a sticking relay or solenoid can be a problem. Some itemsto 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 for the specific procedure.Checking Terminal Contact

^

The J 35616-A Connector Test Adapter Kit must be used whenever a diagnostic procedure requests checking or probing a terminal. Using theadapter will ensure that no damage to the terminal will occur, as well as giving an idea of whether contact tension is sufficient. If contact tensionseems incorrect, refer to . See: General Troubleshooting Procedures/Checking Terminal ContactsChecking Terminal Contact

^

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 HI.

To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined underthe . Repair Procedures

Aftermarket Accessories

Do not tie aftermarket accessories into SIR circuits. All such circuits are indicated are indicated on circuit diagrams with the SIR symbol.

SIR Symbol

Do not tie aftermarket accessories into OBDII circuits. all such circuits are indicated on circuit diagrams with the OBDII symbol.

On Board Diagnostics II (OBDII) Symbol

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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 problem.
Some possible causes of vehicle problems related to aftermarket accessories include:

1. Power feeds connected to points other than the Battery.2. Antenna location.3. Transceiver wiring located too close to vehicle electronic modules or wiring.4. Poor shielding or poor connectors on antenna feed line.

Probing (Frontprobe & Backprobe)

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

Frontprobe

When frontprobing of connectors is required, always use a mating terminal adapter from Connector Test Adapter Kit (J 35616-A). The use ofproper adapters will ensure that proper terminal contact integrity is maintained. (refer to in Procedures Checking Terminal Contact).

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, refer to . See: General Troubleshooting Procedures/Checking Terminal ContactsChecking Terminal Contact

Testing For Voltage

Voltage Check

1. Connect one lead of a test light to a known good ground. When using a Digital Voltmeter , be sure the voltmeter's negative lead is(DVM)

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 DVM, note the voltage reading.

Testing For Continuity

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Continuity Check Through A Switch

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, LO or no resistance means good continuity.

Testing For Voltage Drop

Voltage Drop Test

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

1. Connect the positive lead of a Digital Voltmeter to the end of the wire (or to one side of the connection or switch) which is closer to the(DVM)

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 DVM will show the difference in voltage between the two points.

Testing For Short to Ground

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Testing For Short With Self Powered Test Light Or Ohmmeter

WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM)

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 apart) while watching the6 inches

test light or DVM.

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

Testing For Short With Test Light Or DVM

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 apart) while watching the6 inches

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.

^ 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 has the short. Connect test lamp or meter at the connector to the
suspect circuit (disconnected) rather than at the fuse terminals.

Test Light/Digital Voltmeter

12 volt

Use a test light to check for voltage. A Test Light (J 34l42-B) is made up of a light bulb with a pair of leads attached. After grounding one lead,touch the other lead to various points along the circuit where voltage should be present. When the bulb goes ON, there is voltage at the point beingtested.

(DVM)

A Digital Voltmeter can be used instead of a test light. While a test light shows whether or not voltage is present, a DVM indicates how muchvoltage is present.

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(ECM)

10-megohm NEVER

An increasing number of circuits include solid state control modules. One example is the Engine Control Module . Voltages in these circuitsshould be tested only with a or higher impedance DVM or multimeter (J 39200). Unless directed to within the diagnostics, use atest light on circuits that contain solid state components, since damage to these components may result.

Procedures

When testing for voltage or continuity at the connection, it is not necessary to separate the two halves of the connector. Unless testing a Weather Pack(R)connector, always probe the connector from the back. Always check both sides of the connector. An accumulation of dirt and corrosion between contactsurfaces is sometimes a cause of electrical problems. Refer to in checking terminal contact. See: General TroubleshootingProcedures/Checking Terminal Contacts

Connector Test Adapters

Connector Test Adapter Kit (J 35616-A) 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 terminals andcause incorrect measurements.

Self-Powered Test Light

A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads aretouched together, 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're working on. Select two specific pointsalong the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the testlight circuit will be completed and the bulb will go ON.

use a self-powered test light on circuits that contain solid state components, since damage to these components may result.NEVER

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 a circuit. LOresistance means good continuity.

(ECM) 10-megohm

Circuits which include any solid state control modules, such as the Engine Control Module , should be tested only with a or higherimpedance digital multimeter (J 39200).

(DVM),

When measuring resistance with a Digital Voltmeter the vehicle Battery should be disconnected. This will prevent incorrect readings. DVMsapply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading.

Diodes and solid state components in a circuit can cause 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

20 amp

A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire issupplied 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 circuitbeing tested.

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

Short Finder

Short Finders (J 8681) are available to locate hidden shorts to ground. The short finder creates a pulsing magnetic field in the shorted circuit and showsyou the location of the short through body trim or sheet metal.

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Special Tools

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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 or othertype of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. There are two basic types ofcircuit 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 HI current is still present it will open again. It will continue to cycle open and closed untilthe condition causing the HI 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.

(ECB)

The other type is solid state, called out as Electronic Circuit Breaker . This device has a Positive Temperature Coefficient. It increases itsresistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases, thereforehaving a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will not reset until thecircuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second or two.

Fuses

Fuse Devices

The most common method of automotive wiring circuit protection is the fuse. A fuse is a device that, by the melting of its element, opens an electricalcircuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be replaced each time a circuit isoverloaded or after a malfunction is repaired.

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Fuse Rating And Color

Fuses are color coded. The standardized color identification and ratings are shown. For service replacement, non-color coded fuses of the samerespective current rating can be used.
Examine a suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating.

There are additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open circuitif 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

The Maxifuse was designed to replace the fusible link and Pacific Fuse elements. The Maxifuse is designed to protect cables, normally betweenthe battery and fuse block, from both direct short circuits and resistive short circuits.

Compared to a fusible link or a Pacific Fuse element, the Maxifuse performs much more like an Autofuse, although the average opening time isslightly longer. This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows.

Minifuse

The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used to protect thewiring assembly between a fuse block and system components. Since the Minifuse is a smaller device, it allows for more system specific fusing tobe accomplished within the same amount of space as Autofuses.

Pacific Fuse Element/Maxifuse

The Pacific Fuse Element and Maxifuse were developed to be a replacement for the fusible link. Like a fusible link, the fuses are designed toprotect wiring from a direct short to ground. These elements are easier to service and inspect than a fusible link and will eventually replace fusiblelinks in all future vehicle applications.

Fusible Links

Good And Damaged Fusible Links

In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time" protection devicesthat will melt and create an open circuit.
Not all fusible link open Circuits can be detected by observation. Always inspect that there is battery voltage past the fusible link to verify continuity.