Oldsmobile Cutlass 1998 3.1L VIN M SFI Workshop Manual

oldsmobile :: Oldsmobile Cutlass V6-191 3.1L VIN
M SFI (1998)

> 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 > Locations

Module Mounting And Wiring (Typical)

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > Customer Interest for Relay Module: > 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 for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 21

Cutlass V6-191 3.1L VIN M SFI (1998)

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 for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 22

Cutlass V6-191 3.1L VIN M SFI (1998)

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 for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 23

Cutlass V6-191 3.1L VIN M SFI (1998)

Warranty Information (Saab Models)

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

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Relay Module: > 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 for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 29

Cutlass V6-191 3.1L VIN M SFI (1998)

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 for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 30

Cutlass V6-191 3.1L VIN M SFI (1998)

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 for Relay Module: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 31

Cutlass V6-191 3.1L VIN M SFI (1998)

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 - Body and Frame > Door Lock Relay > Component Information > Locations

Door Lock Relay: Locations

LH I/P Bussed Electrical Center

Left Side Of I/P

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

Module Mounting And Wiring (Typical)

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

Trunk / Liftgate Relay: Locations

LH I/P Bussed Electrical Center

Left Side Of I/P

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

ABS Main Relay: Locations

Electronic Brake Contol (ABS) Relay

Left Side Of Engine Compartment

Underhood Wiring Harness Junction Block

The Electronic Brake Control Relay is located in the Underhood Bussed Electical Center (U/H BEC).

> Relays and Modules > Relays and Modules - Brakes and Traction Control > ABS Main Relay > Component Information > Locations > Page 46

ABS Main Relay: Description and Operation

The Electronic Brake Control Relay is a normally-open contact type. The Electronic Brake Control Relay has special contact material to handle the highcurrents required for the ABS VI operation. The relay allows battery voltage and current to be supplied to the Electronic Brake Control Module . The EBCM supplies power to the motors and the solenoids.(EBCM)

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

Electronic Brake Control Module: Specifications

Electronic Brake Control Module Mounting Screw ............................................................................................................................. 11 N.m (97 inch lbs.)

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

Inside LF Fender

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Locations > Electronic Brake Control Module (EBCM) > Page 52

Electronic Brake Control Module: LocationsElectronic Brake Control Module (EBCM) Location View

Inside LF fender.

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Harness Connector

Electronic Brake Control Module

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Harness Connector > Page 55

Electronic Brake Control Module: DiagramsPinout Description

Electronic Brake Control Module (Part 1 Of 2)

Electronic Brake Control Module (Part 2 Of 2)

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Diagrams > Page 56

Electronic Brake Control Module: Description and Operation

Notice

There is no serviceable or removable PROM. The Electronic Brake Control Module must be replaced as an assembly.(EBCM)
The Electronic Brake Control Module controls the ABS VI. A microprocessor controls the EBCM.(EBCM)

The inputs to the system include the following components:

- The four wheel speed sensors

- The brake switch

- The ignition switch

- The unswitched battery voltage
The outputs include the following components:

- Three bi-directional motor controls

- Warning indicators

-

Two solenoid controls (ABS)

- A system enable relay

A serial data line is provided for service diagnostic tools and assembly plant testing. The serial data line is located in terminal 9 of the Data LinkConnector .(DLC)

The EBCM monitors the speed of each wheel.
The EBCM controls the motors and the solenoids in order to reduce brake pressure to a particular wheel when the following conditions exist:

- The wheel is approaching slip.

- The brake switch is active.
This cycle will repeat until one of the following conditions exists:

- The vehicle comes to a stop.

- The brake releases.

- The wheel no longer approaches slip.
Refer to Self-Diagnostics for more information.

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

Electronic Brake Control Module: Service and RepairElectronic Brake Control Module Replacement
REMOVAL PROCEDURE

1. Remove the left front tire and wheel assembly.2. Remove the inner splash shield.

3. Disconnect the Electronic Brake Control Module electrical connector.(EBCM)

4. Disconnect the EBCM harness from the bracket.

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

Brake Control Module Replacement > Page 59

Cutlass V6-191 3.1L VIN M SFI (1998)

5. Remove the EBCM mounting screws from the bracket.6. Remove the EBCM from the vehicle.

INSTALLATION PROCEDURE

1. Install the EBCM to vehicle.

2. Install the mounting screws attaching the EBCM to bracket.

-

Tighten the attaching screws to 11 Nm (97 in. lbs.)

3. Connect the EBCM harness to the bracket.

4. Connect the EBCM electrical connector.5. Install the inner splash shield.6. Install the left front tire and wheel assembly.7. Perform the Diagnostic System Check.

> Relays and Modules > Relays and Modules - Brakes and Traction Control > Electronic Brake Control Module > Component Information > Service and Repair > Electronic Brake Control Module Replacement > Page 60

Electronic Brake Control Module: Service and RepairElectronic Brake Control Relay Replacement

REMOVAL PROCEDURE

1. Remove the underhood Bussed Electrical Center cover.2. Remove the electronic brake control relay from the underhood electrical center.

INSTALLATION PROCEDURE

1. Install the electronic brake control relay into the underhood electrical center.2. Install the underhood Bussed Electrical Center cover.3. Perform the Diagnostic System Check.

> Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations

Radiator Cooling Fan Motor Relay: Locations

Underhood Bussed Electrical Center

Left Side Of Engine Compartment

> Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Page 65

Radiator Cooling Fan Motor Relay: Description and Operation

The PCM regulates voltage to the coolant fan relays, which operate the fans. Refer to Powertrain Management.

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

Cruise Control Module: Specifications

Control Module Mounting Bracket to Right Front Inner Fender Well ........................................................................................................10 N.m ( 89 lb in)

> Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Specifications > Page 70

RH Side Of Engine Compartment

> Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Specifications > Page 71

Cruise Control Module

> Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Specifications > Page 72

Cruise Control Module: Service and Repair

The cruise control module assembly is mounted on the right front inner fender well. The module assembly has an electronic controller and an electricstepper motor to vary the throttle with each different cruise control mode. The module is serviced as an assembly.

Cruise Control Module To Bracket

Cruise Control Module Mounting Bracket To Fender Well

> Relays and Modules > Relays and Modules - Cruise Control > Cruise Control Module > Component Information > Specifications > Page 73

Cutlass V6-191 3.1L VIN M SFI (1998)

REMOVE OR DISCONNECT

1. Negative battery cable.2. Cruise control cable at engine bracket and throttle body fuel injection (TBI) cam.

3. Cruise control cable from module assembly. 4. Electrical connector from module assembly.5. Unclip top of module hinged retaining strap from bracket.6. Module assembly from mounting bracket.7. Two bolts from mounting bracket.8. Mounting bracket from right front inner fender well.

INSTALL OR CONNECT

1. Mounting bracket to right front inner fender well.

^Tighten

Bolts to .10 N.m (89 lb in)

Cable Assembly Adjustment

2. Module assembly to mounting bracket.3. Electrical connector to module.4. Cruise control cable to module assembly.5. Cruise control cable to engine bracket and TBI cam.6. Adjust cruise control cable. Refer to . See: Cruise Control/Cruise Control Servo Cable/Service and Repair7. Negative battery cable.

> Relays and Modules > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations

Blower Motor Relay: Locations

Underhood Bussed Electrical Center

Left Side Of Engine Compartment

> Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations

Compressor Clutch Relay: Locations

Underhood Bussed Electrical Center

Left Side Of Engine Compartment

> Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > Page 81

Compressor Clutch Relay: Description and Operation

The A/C Compressor Control Relay is designed to disengage the A/C compressor clutch momentarily during start-up on a warm engine. The relay is PCM controlled. Voltage is supplied from the A/C power feed circuit and the PCM completes the ground to close a set of normally opened points. Thisturns the compressor clutch ON. The PCM opens the ground circuit when an engine run signal is sensed with coolant temperature at a specified amount.
On a warm engine start-up, a time delay of about 3 seconds allows the engine speed to stabilize before the compressor engages.

> Relays and Modules > Relays and Modules - HVAC > Control Module HVAC > Component Information > Description and Operation

Control Module HVAC: Description and Operation

The blower speed is controlled by a knob which actuates an electrical switch. The blower circuit is open in the OFF position. In all modes, the blowerhas 5 speeds to control the amount of air that flows through the HVAC module.

> Relays and Modules > Relays and Modules - Lighting and Horns > Horn Relay > Component Information > Locations

Horn Relay: Locations

Underhood Bussed Electrical Center

Left Side Of Engine Compartment

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Body Function Controller <--> [Body Control Module] > Component Information > Technical

Service Bulletins > Instruments - I/P Cluster & BFC Parts Availability

Body Function Controller: Technical Service BulletinsInstruments - I/P Cluster & BFC Parts Availability

File In Section: 8 - Chassis/Body Electrical
Bulletin No.: 73-82-11A
Date: January, 1998
EXCHANGE PROGRAM

Subject: Termination of Parts Management Program for BFC and I/P Cluster

Models: 1998 Chevrolet Malibu1998 Oldsmobile Cutlass

This bulletin is being revised to terminate the Exchange Program. Please discard Corporate Bulletin Number 73-82-11 (Section 8 - Chassis/BodyElectrical).
The exchange program was used to gain feedback on the new electronic serial data system on the above listed vehicles.

The program will end on December 23, 1997 and the following part numbers will become unrestricted.
Thank you for your help.
Description P/N
BFC (Body Function Controller) 16255213
PC (Instrument Panel Cluster)Chevrolet Malibu

16249141/16263451

Oldsmobile Cutlass 16249143/16264973
Parts Information
Parts are currently available from GMSPO.

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Below RH Side Of I/P

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Diagram Information and Instructions

Body Function Controller: 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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Cutlass V6-191 3.1L VIN M SFI (1998)

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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Cutlass V6-191 3.1L VIN M SFI (1998)

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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Cutlass V6-191 3.1L VIN M SFI (1998)

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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Cutlass V6-191 3.1L VIN M SFI (1998)

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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Diagram Information and Instructions > Page 103

Body Function Controller: 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 meter. Donot use the meter 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 meter to then pressing the button. An audible tone will be heard whenever the meter 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 meter 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 contained in this section. You should understand the basictheory of electricity and know the meaning of voltage, current and resistance . You should understand what happens in a circuit with anopen 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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Cutlass V6-191 3.1L VIN M SFI (1998)

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 "IE" ofC100, 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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Cutlass V6-191 3.1L VIN M SFI (1998)

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.

Meter Connections

This will continuously monitor the terminal contacts or length of wire being checked. Refer for examples of the variousmethods for connecting the meter to the circuit. See: General Troubleshooting Procedures/Meter 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 specific procedure. Itis the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode.