Oldsmobile Bravada 2002 2WD L6 4.2L Workshop Manual

oldsmobile :: Oldsmobile Truck Bravada 2WD L6-

4.2L VIN S (2002)

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Accessory Delay Module: Diagram Information and Instructions

Utility/Van Zoning

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

Electrical Symbols

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Electrical Symbols Part 1

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Electrical Symbols Part 2

Electrical Symbols Part 3

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Electrical Symbols Part 4

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Electrical Symbols Part 5

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Electrical Symbols Part 6

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Electrical Symbols Part 7

Electrical Symbols Part 8

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Accessory Delay Module: Diagnostic Aids

Basic Knowledge Required

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

Checking Aftermarket Accessories

Do not connect aftermarket accessories into the following circuits:

CAUTION: Refer to SIR Handling Caution in Service Precautions.

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

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

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

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

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

Inducing Intermittent Fault Conditions

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

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

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

There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may benecessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions,along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions.

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All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input tothe control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. You may need to load the vehicle in orderto duplicate the concern. See: General Electrical Diagnostic Procedures/Circuit Testing/Scan Tool Snapshot Procedure

Salt Water Spray

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

0.35L 12 oz 5 percent

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

High Temperature Conditions
TOOLS REQUIRED

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

Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoringthe scan tool or DMM to locate the fault condition.

The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable,consider this option to enhance your diagnosis. This option does not allow for the same control, however.

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

-18C 0F 71C 160F

If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capableof producing air stream temperatures down to () from one end and () from the other. This is ideally suited for localized coolingneeds.
Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern.

Measuring Frequency

Refer to Test Probe Notice in Service Precautions.NOTE:

The following procedure determines the frequency of a signal.

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

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

Measuring Voltage

Refer to Test Probe Notice in Service Precautions.NOTE:

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

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

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

Measuring Voltage Drop

Refer to Test Probe Notice in Service Precautions.NOTE:

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

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

Scan Tool Snapshot Procedure

Snapshot is a recording of what a control module on the vehicle was receiving for information while the snapshot is being made. A snapshot may be usedto analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition occur, rather than trying toview all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. Only a single data listmay be recorded in each snapshot. The Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus coldand good versus bad vehicle scenarios. The snapshots are stored on a 'first in, first out' basis. If a third snapshot is taken, the first snapshot stored in thememory will be lost.
Snapshots can be 1 of 2 types:

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

When a snapshot is taken, it is recorded on the memory card and may contain as many as 1200 frames of information. Because the snapshot is recordedonto the memory card, snapshots are not lost if the Scan Tool is powered down.

The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quicklydetermine if a sensor is outside of its expected values by plotting three parameters at a time. The data will be displayed both graphically and numericallyshowing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC.

Testing For a Short To Voltage

Refer to Test Probe Notice in Service Precautions.NOTE:

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

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

Testing for Continuity

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Refer to Test Probe Notice in Service Precautions.NOTE:

The following procedures verify good continuity in a circuit.

With a DMM

1. Set the rotary dial of the DMM to the Ohm position.2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit.3. Disconnect the load.4. Press the MIN MAX button on the DMM.5. Connect one lead of the DMM to one end of the circuit to be tested.6. Connect the other lead of the DMM to the other end of the circuit.7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity.

With a Test Lamp

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

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

Testing For Electrical Intermittents

6 inches

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

^ Testing for Short to Ground See: General Electrical Diagnostic Procedures/Circuit Testing/Testing For Short to Ground
^ Testing for Continuity See: General Electrical Diagnostic Procedures/Circuit Testing/Testing for Continuity
^ Testing for Short to Voltage See: General Electrical Diagnostic Procedures/Circuit Testing/Testing For a Short To Voltage

If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate thecircuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected.

IMPORTANT:

The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltagewhile recording the minimum (MIN), and maximum (MAX) values measured.

1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. Refer to
Troubleshooting with a Digital Multimeter for information on connecting the J 39200 to the circuit. See: General Electrical DiagnosticProcedures/Troubleshooting Tools/Troubleshooting With A Digital Multimeter

2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position.3. Press the range button of the J 39200 in order to select the desired voltage range.4. Press the MIN MAX button of the J 39200. The J 39200 displays RECORD and emits an audible tone (beep).100 ms
The RECORD mode is the length of time an input must stay at a new value in order to record the full change.IMPORTANT: 100 ms

5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or
performing other operations. Refer to Inducing an Intermittent Fault Condition. See: General Electrical Diagnostic Procedures/CircuitTesting/Inducing Intermittent Fault Conditions

6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded.7. Press the MIN MAX button once in order to display the MAX value and note the value.8. Press the MIN MAX button again in order to display the MIN value and note the value.9. Determine the difference between the MIN and MAX values.
^

1 volt

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

^

1 volt

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

Testing For Intermittent and Poor Connections

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

^ Wiring broken inside the insulation
^ Poor connection between the male and female terminal at a connector.
^

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

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

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

^

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

^

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

Testing For Proper Terminal Contact
TOOLS REQUIRED

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

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

deformation.

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

Deformation is caused by probing the mating side of a connector terminal without the proper adapter, improperly joining the connector halves, orrepeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contactcausing an open or intermittently open circuit.

Round Wire Connectors

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

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

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

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

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

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

source of contamination as well.

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

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

Testing For Short to Ground

Refer to Test Probe Notice in Service Precautions.NOTE:

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

With a DMM

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

With a Test Lamp

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

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Fuse Powering Several Loads

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

^ When the DMM displays voltage the short is in the wiring leading to the first connector or switch.
^ If the DMM does not display voltage refer to the next step.

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

Circuit Testing

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

^ Using Connector Test Adapters
^ Probing Electrical Connectors
^ Troubleshooting with a Digital Multimeter

^ Troubleshooting with a Test Lamp
^ Using Fused Jumper Wires
^ Measuring Voltage
^ Measuring Voltage Drop
^ Measuring Frequency
^ Testing for Continuity
^ Testing for Short to Ground
^ Testing for a Short to Voltage

Probing Electrical Connectors

IMPORTANT:

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

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

NOTE:

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

Backprobe

^IMPORTANT:

Backprobe connector terminals only when specifically required in diagnostic procedures.

^

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

^

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

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

Troubleshooting With A Digital Multimeter

Refer to Test Probe Notice in Service Precautions.NOTE:

IMPORTANT: 10 megohm

Circuits which include any solid state control modules, such as the PCM, should only be tested with a or higher impedancedigital multimeter such as the J 39200.

The J 39200 instruction is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for futurereference.

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

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

IMPORTANT:

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

Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take areading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement.

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Following are examples of the various methods of connecting the DMM to the circuit to be tested:

^

Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness forcontinuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. See: General ElectricalDiagnostic Procedures/Troubleshooting Tools/Probing Electrical Connectors

^ Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses.
^

If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuitor for testing multiple circuits quickly.

Troubleshooting With A Test Lamp
TOOLS REQUIRED

J 34142-B Unpowered Test Lamp12 V

Refer to Test Probe Notice in Service Precautions.NOTE:

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

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

To properly operate this tool use the following procedure.

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

Using Connector Test Adapters

NOTE:

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

Using Fused Jumper Wires
TOOLS REQUIRED

J 36169-A Fused Jumper Wire

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

The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested.20-A

Fuses

Circuit Protection - Fuses

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Fuse Types Part 1

Fuse Types Part 2

The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through acircuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time thecircuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (break). If not broken,also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal currentrating.

Circuit Breakers

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

Circuit Breaker:

This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause ofthe high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high currentis removed.

Positive Temperature Coefficient (PTC) Circuit Breaker:

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

Fusible Links

Repairing a Fusible Link

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

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

General Information

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

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

Connector Position Assurance Locks

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

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

Pull to Seat Connectors
TERMINAL REMOVAL

If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced.
Follow the steps below in order to repair pull-to-seat connectors.

1. Remove the connector position assurance (CPA) device and/or the secondary lock.2. Disconnect the connector from the component or separate the connectors for in-line connectors.3. Remove the terminal position assurance (TPA) device.4. Insert the proper pick or removal tool into the front of the connector body.

IMPORTANT:

On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a newone. If the terminal wire does not have a large enough service loop for removal, cut the wire () behind the connector before removal.5 cm 2 in

5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3).

TERMINAL REPAIR

1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector
cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the oldterminal as possible.

TERMINAL INSTALLATION

1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal.2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. See: General
Electrical Diagnostic Procedures/Wiring Repairs/Typical Electrical Repairs/Splicing Copper Wire Using Splice Sleeves

3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector.4. Install the TPA, CPA and/or the secondary locks.

Push to Seat Connectors
TERMINAL REMOVAL

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

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5 mm 3/16 in

2. Strip () of insulation from the wire.3. Crimp a new terminal to the wire.4. Solder the crimp with rosin core solder.

1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock.2. Separate the connector halves (1).

3. Use the proper pick or removal tool (1) in order to release the terminal.4. Gently pull the cable and the terminal (2) out of the back of the connector.

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Bravada 2WD L6-4.2L VIN S (2002)

5. Re-form the locking device if you are going to reuse the terminal (1).6. To repair the terminal, refer to Terminal Repair.

TERMINAL REPAIR

5 mm 3/16 in

1. Slip the cable seal away from the terminal.2. Cut the wire as close to the terminal as possible.3. Slip a new cable seal onto the wire.4. Strip () of insulation from the wire.5. Crimp a new terminal to the wire.6. Solder the crimp with rosin core solder.7. Slide the cable seal toward the terminal.8. Crimp the cable seal and the insulation.9. If the connector is outside of the passenger compartment, apply grease to the connector.

REINSTALLING TERMINAL

1. In order to reuse a terminal or lead assembly. Refer to Wiring Repairs.2. Ensure that the cable seal is kept on the terminal side of the splice.3. Insert the lead from the back until it catches.4. Install the TPA, CPA and/or the secondary locks.

Repairing Connector Terminals
TOOLS REQUIRED

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

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

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

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

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

For Weather Pack(R) terminals, position the strip and seal in the terminal.

6. Hand crimp the core wings.7. Hand crimp the insulation wings.
For Weather Pack(R) terminals, hand crimp the insulation wings around the seal and the cable.

8. Solder all of the hand crimp terminals excepting Micro-Pack 100 World terminals. Soldering Micro-Pack 100 World terminals may damage the
terminal.

Terminal Position Assurance Locks

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

Weather Pack Connectors

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

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Bravada 2WD L6-4.2L VIN S (2002)

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

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

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

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

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

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

10. Perform system check.

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Bravada 2WD L6-4.2L VIN S (2002)

General Information

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

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

^ Flat Wire Repairs

Repairing Damaged Wire Insulation

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

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

Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connectorrepair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the sealed splices. Use the sealed splices in order to splicethe new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J 38125-B. Youmust use the splice crimping tool in order to apply these splices.

The terminals in the SIR/SRS system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energycircuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs.

If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use 1 of the following 2 components in order toreplace the SDM harness connector:

^ The SDM harness connector pigtail assembly
^ The SDM harness connector replacement kit

If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace theentire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity.

SIR/SRS System Wire Splice Repair

Apply a new splice (not sealed) from the J 38125-B if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiringharness. Carefully follow the instructions included in the kit for proper splice clip application.

Connector Position Assurance (CPA)

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

Terminal Position Assurance (TPA)

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

SIR/SRS Wire Pigtail Repair

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

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

SIR/SRS Wire Repair
TOOLS REQUIRED

J 38125-B Terminal Repair Kit

IMPORTANT:

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

0.5 mm, 0.8 mm, 1.0 mm

If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size ( etc.). Usethe sealed splices and splice crimping tool from the J 38125-8. Use the following wiring repair procedures in order to ensure the integrity of the sealedsplice.

IMPORTANT:

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

1. Open the harness by removing any tape:
^ Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage.
^ Use the crimp and sealed splice sleeves on all types of insulation except tefzel and coaxial.

^ Do not use the crimp and sealed splice sleeve to form a splice with more than 2 wires coming together.

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

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

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

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

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

- Use an AWG wire gage.

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

^

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

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

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

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

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Bravada 2WD L6-4.2L VIN S (2002)

6. Place the splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the
middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold thesplice sleeve in the proper nest.

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

9. Using the heat torch, apply heat to the crimped area of the barrel.

10. Gradually move the heat barrel to the open end of the tubing:
^ The tubing will shrink completely as the heat is moved along the insulation.
^ A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved.

Splicing Copper Wire Using Splice Clips
TOOLS REQUIRED

J 38125-B Terminal Repair Kit

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Bravada 2WD L6-4.2L VIN S (2002)

Wire Size Conversion

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

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

40 mm 1.5 in

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

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

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

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

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

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

Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact.

4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^

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

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

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Bravada 2WD L6-4.2L VIN S (2002)

7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place.
^ Ensure that the wires extend beyond the clip in each direction.
^ Ensure that no insulation is caught under the clip.

8. Center the crimp tool over the splice clip and wires.9. Apply steady pressure until the crimp tool closes. Ensure that no strands of wire are cut.

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

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11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment.

12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires.

13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to
cover the first piece of tape.

Splicing Copper Wire Using Splice Sleeves
TOOLS REQUIRED

J 38125-B Terminal Repair Kit

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

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Bravada 2WD L6-4.2L VIN S (2002)

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

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

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

bridging adjacent splices and causing damage.

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

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

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

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

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

Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact.

4. Strip the insulation.
^ Select the correct size opening in the wire stripper or work down from the largest size.
^

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

5. Select the proper splice sleeve (2) and the required crimp nest tool, refer to the Crimp and Seal Splice Table.6. Place the nest tool in the J 38125-B crimp tool.7. Place the splice sleeve in the crimp tool nest so that the crimp falls at point 1 on the splice.8. Close the hand crimper handles slightly in order to hold the splice sleeve firmly in the proper crimp tool nest.9. Insert the wires into the splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent
the wire from passing through the splice (3).

10. Close the handles of the J 38125-B until the crimper handles open when released. The crimper handles will not open until the proper amount of
pressure is applied to the splice sleeve.

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

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

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

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

Splicing Twisted or Shielded Cable

Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio andthe Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below inorder to repair the twisted/shielded cable.

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1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape.2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made.

3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by is recommended.65 mm
Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire.IMPORTANT:

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4. Re-assemble the cable.

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

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

Splicing Inline Harness Diodes

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

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

IMPORTANT:

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

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

6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate wiring schematic to
obtain the correct diode installation position.

7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the
diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment.

8. Reinstall terminal(s) into the connector body if previously removed.

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

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

Heated Oxygen Sensor (HO2S) Wiring Repairs
TOOLS REQUIRED

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

J 38125-B Terminal Repair Kit

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

If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt torepair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference isobtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction ofthe air reference and degrade oxygen sensor performance.
The following guidelines should be used when servicing the heated oxygen sensor:

^

Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poorperformance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a

path for foreign materials to enter the sensor and cause performance problems.

^

Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through thelead wire.

^

Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground asthe only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance.

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

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

SIR/SRS Wiring Repairs
TOOLS REQUIRED

J 38125-B Terminal Repair kit

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

IMPORTANT:

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

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

The sealed splices have the following 2 critical features:

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

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

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

Flat Wire Repairs

NOTE:

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

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Equivalents - Decimal And Metric Part 1

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Equivalents - Decimal And Metric Part 2

Arrows and Symbols

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Bravada 2WD L6-4.2L VIN S (2002)

Various symbols are used in order to describe different service operations.

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Bravada 2WD L6-4.2L VIN S (2002)

Conversion - English/Metric

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Accessory Delay Module > Component Information > Diagrams > Diagram Information and Instructions > Page 42

Retained Accessory Power (RAP) Schematics

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

10 minutes

RAP is a power mode that permits the operation of selected customer convenience items for after the ignition switch is turned OFF. RAPpower mode is enabled by the BCM.

The BCM:^

controls certain body functions.

^ sends out a class 2 message via the serial data line, which enables/disables other modules at the beginning/end of RAP power mode.

10 minute

Some BCM features, such as the interior courtesy lamps will function after the RAP time limit has elapsed. This is normal, and does notmean RAP power mode is malfunctioning. The BCM enables the following functions in RAP Power Mode:^

The sunroof (internal to BCM - if equipped)

^ The right and left power rear windows (internal to BCM - if equipped)
^

Any class 2 module that functions in RAP power mode (that is not hard-wired), is controlled by the BCM via class 2 power mode messages.EXAMPLE: the radio works in RAP power mode due to the BCM allowing and controlling it.

RAP is disabled when:^

The door is opened.

^ A low battery voltage is detected by the BCM.
^ The transition of ignition switch from OFF to ON or ACC.

^ have elapsed after the ignition was turned OFF.10 minutes
^ There may be some functions of the vehicle that are hard-wired straight to the battery, these are the exceptions.

10 minutes

The BCM monitors the ignition switch position, battery voltage and passenger compartment door status to determine whether RAP power modeshould be enabled. If the ignition switch transitions from ON to OFF, the battery voltage is within the acceptable range and the passenger compartmentdoors are closed, the BCM enables RAP power mode. After the has elapsed, the BCM sends a class 2 message to the serial data network.This message commands the other modules to stop functioning, that are power moded by the BCM.

RAP RELAY (If Equipped)

RAP

The long base vehicles (GMT370), with third row seating, will have a RAP relay (RAP relay is also on the G/H Van). Due to this, the BCM willpower/enable a relay. On the short based vehicles (GMT360), the RAP output only needs to drive the sunroof. The BCM is able to supply enoughcurrent to operate the sunroof by itself, so a relay is not needed. Although, on the GMT370/longbase vehicle, there are optional powered rear quartervent windows, which are also enabled in RAP power mode. Refer to Retained Accessory Power () Schematics for the applicable schematics forRAP on both vehicle types. On the GMT370/longbase vehicle, the BCM is not able to supply enough current to both rear quarter vent windows andthe sunroof at the same time (if equipped with both options). This is the purpose of the RAP relay. The BCM energizes the RAP relay coil, whichallows a fused power supply to the sunroof and the rear quarter vent windows.

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

Accessory Delay Module: Initial Inspection and Diagnostic Overview

Diagnostic Starting Point

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

^ Class 2 communication status
^ "U" codes which indicate module communication or circuit failure
^ "B" codes which indicate a possible body function or circuit failure
^ The status of any "U" or "B" codes

Diagnostic System Check - Retained Accessory Power
DIAGNOSTIC SYSTEM CHECK - ACCESSORY DELAY MODULE

TEST DESCRIPTION

Diagnostic System Check - Retained Accessory Power - Steps 1-4

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Diagnostic System Check - Retained Accessory Power - Steps 5-7

The numbers below refer to the step numbers on the diagnostic table.1. This step verifies that the RAP power mode function is malfunctioning by checking functions internally enabled by the BCM.4. The BCM sends Class 2 messages to other control modules via the serial data link, allowing them to operate in RAP power mode. Lack of

communication may be due to a partial malfunction of the class 2 serial data circuit or due to a total malfunction of the class 2 serial data circuit.The specified procedure will determine the particular condition.

5. This step is checking for DTCs in the BCM.6. The presence of DTCs which begin with "U" indicate that other module is not communicating. The specified procedure will compile all the
available information before tests are performed.

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Accessory Delay Module > Component Information > Testing and Inspection > Initial Inspection and Diagnostic Overview > Page 47

Accessory Delay Module: Symptom Related Diagnostic Procedures

A Symptoms
IMPORTANT PRELIMINARY CHECKS BEFORE STARTING

1. Perform the Diagnostic System Check - Accessory Delay Module before using the Symptom Tables in order to verify that all of the following are
true:^

There are no DTCs set.

^

The control module(s) can communicate via the serial data link. See: Initial Inspection and Diagnostic Overview/Diagnostic System Check -Retained Accessory Power

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

^Visual/Physical Inspection

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

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

Intermittent

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

Symptom List

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

Retained Accessory Power (RAP) On After Timeout (with Relay) or Retained Accessory Power (RAP) On After Timeout (No Relay, Class 2)

^ Retained Accessory Power (RAP) Inoperative (with relay) or Retained Accessory Power (RAP) Inoperative (No Relay Class 2)

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

Inspection and Diagnostic Overview > Page 48

Bravada 2WD L6-4.2L VIN S (2002)

Retained Accessory Power (RAP) Inoperative (No Relay Class 2) - Steps 1-6

Retained Accessory Power (RAP) Inoperative (with Relay) - Steps 1-2

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

Inspection and Diagnostic Overview > Page 49

Bravada 2WD L6-4.2L VIN S (2002)

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

Inspection and Diagnostic Overview > Page 50

Bravada 2WD L6-4.2L VIN S (2002)

Retained Accessory Power (RAP) Inoperative (with Relay) - Steps 3-13

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

Inspection and Diagnostic Overview > Page 51

Bravada 2WD L6-4.2L VIN S (2002)

Retained Accessory Power (RAP) On After Timeout (with Relay) - Steps 1-12

Retained Accessory Power (RAP) On After Timeout (No Relay, Class 2) - Steps 1-6

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm Module, (Vehicle Antitheft) > Component Information > Locations

Locations View

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm Module, (Vehicle Antitheft) > Component Information > Locations > Page 55

Locations View

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm Module, (Vehicle Antitheft) > Component Information > Service and Repair > Programming Theft Deterrent System Components

Alarm Module: Service and RepairProgramming Theft Deterrent System Components

IMPORTANT:

When replacing a theft deterrent control module with a GM Service Parts Operation (SPO) Replacement Part, the procedure to setup anew theft deterrent control module must be performed prior to the Re-Learn Procedure.10 Minute

Tech 2 diagnostic scan toolTOOLS REQUIRED

Procedure to setup a New Theft Deterrent Control Module

Use this procedure only if replacing the theft deterrent control module with a GM Service Parts Operation (SPO) Replacement Part.1. Connect the Tech 2 diagnostic scan tool to the vehicle.2. Turn ON the ignition, with the engine OFF.3. With the scan tool, select Setup New VTD Module in the Vehicle Theft Deterrent, Special Functions data list.4. Follow the scan tool on screen instructions.

^IMPORTANT:

When replacing a theft deterrent control module with a GM Service Parts Operation (SPO) Replacement Part, the module will learn keysimmediately. The existing PCM however, must learn the new fuel continue password when the theft deterrent control module is replaced.

^

When replacing a powertrain control module (PCM) with a GM Service Parts Operation (SPO) Replacement Part, after programming, thesemodules will learn the incoming fuel continue password immediately upon receipt of a password message. Once a password message is received,and a password is learned, a relearn procedure must be performed to change this password again. A PCM which has been previously installed inanother vehicle will have learned the fuel continue password of the other vehicles theft deterrent control module and will require performing the Re-Learn Procedure to learn the fuel continue password of the current vehicles theft deterrent control modules.10Minute

^

When performing the Re-Learn Procedure, all previously learned keys will be erased from the theft deterrent control module's memory.10 Minute

^

Additional keys may be learned immediately after the Re-Learn Procedure. Refer to Adding Keys (Export).10 Minute

^

10 Minute

When performing the Re-Learn Procedure, 2 master passkey III+ (PK3+) keys are required. If a gray valet key is learned first, the theftdeterrent control module will not allow additional keys to be learned.

^TOOLS REQUIRED

Tech 2 diagnostic scan tool

^ Techline Terminal with current Service Programming System (SPS) software

10 Minute Re-Learn Procedure

Use this procedure after replacing any of the following components:^

The passkey III+ (PK3+) keys

^ The theft deterrent control module
^ The PCM, see Important above

10 Minute

1. Connect the Tech 2 diagnostic scan tool to the vehicle.2. With the scan tool, select Request Info. under Service Programming System and follow the scan tool on screen instructions.3. Disconnect the scan tool from the vehicle and connect it to a Techline Terminal with current Service Programming System (SPS) software.4. On the Techline Terminal, select Service Programming Systems and follow the Techline Terminal on screen instructions.5. Disconnect the scan tool from the Techline Terminal and re-connect it to the vehicle.6. With a master passkey III+ (PK3+) key, turn ON the ignition, with the engine OFF.7. With the scan tool, select Program ECU under Service Programming System.8. At this point the scan tool must remain connected for the duration of the Re-Learn Procedure.9. Observe the SECURITY telltale or the scan tool on screen timer, after approximately the scan tool timer will expire and/or the telltale10 minutes

will turn off. The vehicle is now ready to relearn the key information and/or passwords on the next ignition switch transition from OFF to CRANK.

5 seconds

IMPORTANT:

If replacing a theft deterrent control module with a GM Service Parts Operation (SPO) Replacement Part, insure the procedure tosetup a new theft deterrent control module has been performed prior to the Re-Learn Procedure.10 Minute

10. Turn OFF the ignition and wait .11. With a master passkey III+ (PK3+) key, start the vehicle, the theft deterrent control module has now learned the key transponder information and

the PCM has now learned the fuel continue password.

15 seconds

12. Turn OFF the ignition and wait minimum.13. With a second master passkey III+ (PK3+) key, start the vehicle, the theft deterrent control module has now learned the second master passkey
III+ (PK3+) key transponder information.

14. Learning Additional keys, if required. Refer to Adding Keys (Export).15. With the scan tool, clear any DTCs.

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm Module, (Vehicle Antitheft) > Component Information > Service and Repair > Programming Theft Deterrent System Components >

Page 58

Alarm Module: Service and RepairTheft Deterrent Module Replacement
THEFT DETERRENT - IMMOBILIZER

THEFT DETERRENT CONTROL MODULE REPLACEMENT
REMOVAL PROCEDURE

CAUTION: Refer to SIR Caution in Service Precautions.

1. Disable the inflatable restraint steering wheel module. Refer to Disabling the SIR System in Restraint Systems.2. Remove the upper and lower trim covers.3. Remove the lock cylinder.4. Disconnect the connector from the theft deterrent control module.5. If necessary, disconnect the connector from the ignition lock cylinder case (1).6. Remove the theft deterrent control module (2) from ignition lock cylinder case assembly (1).

INSTALLATION PROCEDURE

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm Module, (Vehicle Antitheft) > Component Information > Service and Repair >

Programming Theft Deterrent System Components > Page 59

Bravada 2WD L6-4.2L VIN S (2002)

1. Install the theft deterrent control module (2) onto the ignition lock cylinder case assembly (1).

CAUTION: Refer to SIR Inflator Module Coil Caution in Service Precautions.

2. Connect the connector to the theft deterrent control module.3. If necessary, connect the connector to the ignition lock cylinder case.4. Install the lock cylinder.

5. Install the upper and lower trim covers.6. Enable the inflatable restraint steering wheel module. Refer to Enabling the SIR System in Restraint Systems.7. Program the Theft Deterrent Control Module. Refer to Programming Theft Deterrent System Components. See: Testing and
Inspection/Programming and Relearning

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Antenna Control Module > Component Information > Service and Repair

Antenna Control Module: Service and Repair
RADIO ANTENNA MODULE REPLACEMENT

REMOVAL PROCEDURE

1. Remove the left coat hook.

NOTE:

In order to avoid damaging the antenna lead connector, follow these guidelines:^

Use a plastic tool and carefully pry the connector from the window.

^ Do NOT pull on the connector, which may be stuck to the urethane adhesive or the headliner.

2. Disconnect the radio antenna module electrical connector from the stationary glass.3. Release the rear headliner to roof retainers.4. Lower the rear of the headliner far enough to access the radio antenna module located on the left side of the vehicle.