Pontiac J2000 1982 User Manual

pontiac :: Pontiac J2000 L4-112 1.8L VIN 0 TBI (

1982)

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Antenna Relay > Component Information > Locations

Antenna Relay: Locations

Behind I/P, Below RH Side Of Radio

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

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

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

09-06-03-004DBulletin No.:

December 08, 2010Date:

Subject:

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

Models:

2011 and Prior GM Passenger Cars and Trucks

Attention:

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

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

Condition

Some customers may comment on any of the following conditions:

- An intermittent no crank/no start

- Intermittent malfunction indicator lamp (MIL) illumination

- Intermittent service lamp illumination

- Intermittent service message(s) being displayed

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

Cause

- Vibration

- Thermal cycling

- Poor connection/terminal retention

- Micro motion

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

Representative List of Control Modules and Components

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

Service Bulletins: > 09-06-03-004D > Dec > 10 > Electrical - MIL ON/DTC's Set By Various Control Modules > Page 15

J2000 L4-112 1.8L VIN 0 TBI (1982)

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

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

- Blower Control Module

- Body Control Module (BCM)

- Communication Interface Module (CIM)

- Cooling Fan Control Module

- Electronic Brake Control Module (EBCM)

- Electronic Brake and Traction Control Module (EBTCM)

- Electronic Suspension Control (ESC) Module

- Engine Control Module (ECM)

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

- HVAC Actuator

- Inflatable Restraint Sensing and Diagnostic Module (SDM)

- Any AIR BAG module

- Seatbelt Lap Anchor Pretensioner

- Seatbelt Retractor Pretensioner

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

- Powertrain Control Module (PCM)

- Remote Control Door Lock Receiver (RCDLR)

- Transmission Control Module (TCM)

Correction

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

-

be duplicated. The condition is intermittent and cannot

-

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

Use the following procedure to correct the conditions listed above.

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

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

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

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

condition (refer to SI).

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

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

ImportantDO NOT

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

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

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

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

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

J2000 L4-112 1.8L VIN 0 TBI (1982)

Note

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

- DTC Diagnostic Procedure

- Circuit/System Description

- Conditions for Running the DTC

- Conditions for Setting the DTC

- Diagnostic Aids

- Circuit/System Verification

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

Repair Order Documentation

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

- Customer vehicle condition.

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

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

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

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

-

was

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

Parts Information

Alternate Distributor For All of North America
Note

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

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

Warranty Information (excluding Saab Models)

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

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

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

J2000 L4-112 1.8L VIN 0 TBI (1982)

Warranty Information (Saab Models)

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

Disclaimer

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

ON/DTC's Set By Various Control Modules

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

09-06-03-004DBulletin No.:

December 08, 2010Date:

Subject:

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

Models:

2011 and Prior GM Passenger Cars and Trucks

Attention:

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

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

Condition

Some customers may comment on any of the following conditions:

- An intermittent no crank/no start

- Intermittent malfunction indicator lamp (MIL) illumination

- Intermittent service lamp illumination

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

Cause

- Vibration

- Thermal cycling

- Poor connection/terminal retention

- Micro motion

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

Representative List of Control Modules and Components

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

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

J2000 L4-112 1.8L VIN 0 TBI (1982)

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

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

- Blower Control Module

- Body Control Module (BCM)

- Communication Interface Module (CIM)

- Cooling Fan Control Module

- Electronic Brake Control Module (EBCM)

- Electronic Brake and Traction Control Module (EBTCM)

- Electronic Suspension Control (ESC) Module

- Engine Control Module (ECM)

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

- HVAC Actuator

- Inflatable Restraint Sensing and Diagnostic Module (SDM)

- Any AIR BAG module

- Seatbelt Lap Anchor Pretensioner

- Seatbelt Retractor Pretensioner

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

- Powertrain Control Module (PCM)

- Remote Control Door Lock Receiver (RCDLR)

- Transmission Control Module (TCM)

Correction

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

-

be duplicated. The condition is intermittent and cannot

-

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

Use the following procedure to correct the conditions listed above.

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

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

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

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

condition (refer to SI).

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

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

ImportantDO NOT

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

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

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

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

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

J2000 L4-112 1.8L VIN 0 TBI (1982)

Note

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

- DTC Diagnostic Procedure

- Circuit/System Description

- Conditions for Running the DTC

- Conditions for Setting the DTC

- Diagnostic Aids

- Circuit/System Verification

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

Repair Order Documentation

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

- Customer vehicle condition.

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

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

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

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

-

was

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

Parts Information

Alternate Distributor For All of North America
Note

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

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

Warranty Information (excluding Saab Models)

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

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

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

J2000 L4-112 1.8L VIN 0 TBI (1982)

Warranty Information (Saab Models)

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

Disclaimer

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Relay Module > Component Information > Technical Service Bulletins > All Other Service Bulletins for Relay Module: > 90312 > May > 90

> Suspension, Rear - Noise

Coil Spring Insulator: All Technical Service BulletinsSuspension, Rear - Noise

Bulletin Number: 90-3-12
Reference Number: 073401
Publish Date: 5/90
Subject: SQUEAK/SQUAWK NOISE FROM THE REAR OF THE VEHICLE INSTALL NEW REAR SPRING UPPER INSULATOR

ModelsAffected:

1982-90 SUNBIRD AND GRAND AM MODELS

Customers may comment about a squawk or squeak coming from the rear of the vehicle, particularly during cold weather (temperature 40 degrees F orcolder). This condition may be caused by distortion of the rear spring upper insulator, resulting in a squeak or squawk noise.
Important:

New P/N 22555689 will temporarily be supplied with P/N 10017875 molded into the side. New part is identified by a whitestripe on the edge of the insulator.
This condition may be corrected by installing new rear spring upper insulators, P/N 22555689, following the service manual procedure.
Parts are currently available from GMSPO.
WARRANTY INFORMATION:
Labor Operation Number: E5057
Use Applicable Labor Time.
Trouble Code: 92

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

Power Door Lock Relay: Locations

On RH Side Of Upper Steering Column Support

> Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Technical Service Bulletins > All Technical Service Bulletins for Radiator Cooling Fan Motor

Relay: > 83T30B1 > Jun > 84 > A/C Compressor - Loading in Defrost Mode

Radiator Cooling Fan Motor Relay: All Technical Service BulletinsA/C Compressor - Loading in Defrost Mode

Number 83-T-30B Section 1 Date 6/84
Subject: A/C COMPRESSOR LOADING IN DEFROST MODE - 1982 AND 1983 6000, PHOENIX AND 2000 MODELS

"Please discard previous bulletin 83-T-30A Section 1 issued 7/83 due to change in part numbers and diagram.."

Cooling Fan Relay Wiring

Low engine idle can be caused by high A/C compressor loads due to high head pressures resulting from compressor operation without engine cooling fanoperation while in defrost mode.

This condition can be corrected by installing an additional engine cooling fan relay, Part Number 14078902 for 6000 and Phoenix models or 14073422for 2000 models, (see diagram) to operate the engine cooling fan in defrost mode.A connector body, Part Number 12010015 and terminal ends, Part Number 8905087 are available through WDDGM for simplification of the installationof the additional cooling fan relay.

The relay should be installed on the cowl, adjacent to the pressure cycling switch. Any wiring run through the cowl should be routed through exisitinggrommets and care be taken to maintain cowl sealing.

WARRANTY INFORMATION

Labor Operation T3098Time Allowance .

4 Hr.

> Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Technical Service Bulletins > Customer Interest for Radiator Cooling Fan Motor Relay: >

83T30B1 > Jun > 84 > A/C Compressor - Loading in Defrost Mode

Radiator Cooling Fan Motor Relay: Customer InterestA/C Compressor - Loading in Defrost Mode

Number 83-T-30B Section 1 Date 6/84
Subject: A/C COMPRESSOR LOADING IN DEFROST MODE - 1982 AND 1983 6000, PHOENIX AND 2000 MODELS

"Please discard previous bulletin 83-T-30A Section 1 issued 7/83 due to change in part numbers and diagram.."

Cooling Fan Relay Wiring

Low engine idle can be caused by high A/C compressor loads due to high head pressures resulting from compressor operation without engine cooling fanoperation while in defrost mode.

This condition can be corrected by installing an additional engine cooling fan relay, Part Number 14078902 for 6000 and Phoenix models or 14073422for 2000 models, (see diagram) to operate the engine cooling fan in defrost mode.A connector body, Part Number 12010015 and terminal ends, Part Number 8905087 are available through WDDGM for simplification of the installationof the additional cooling fan relay.

The relay should be installed on the cowl, adjacent to the pressure cycling switch. Any wiring run through the cowl should be routed through exisitinggrommets and care be taken to maintain cowl sealing.

WARRANTY INFORMATION

Labor Operation T3098Time Allowance .

4 Hr.

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

Radiator Cooling Fan Motor Relay: LocationsCoolant Fan Relay

LH Front Of Dash Panel.

Upper LH Front Of Dash, Left Of Brake Booster
Applicable to: Cavalier & Firenza 4 Cyl. Engine

> Relays and Modules > Relays and Modules - Cooling System > Radiator Cooling Fan Motor Relay > Component Information > Locations > Coolant Fan Relay > Page 56

Radiator Cooling Fan Motor Relay: LocationsCooling Fan Relay

Engine Compartment.

LH Front Fender Apron, Forward Of Strut Tower
Applicable to: 1982 Firenza

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

Cruise Control Module: Locations

Behind I/P, Near Base Of LH Shroud

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

Blower Motor Relay: LocationsBlower Motor Relay

RH Side Dash Panel.

Engine Compartment, Front Center Of Plenum
Applicable to: 1982 Cimarron

> Relays and Modules > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations > Blower Motor Relay > Page 66

Blower Motor Relay: LocationsHigh Speed Blower Relay

Front Center Of Plenum

> Relays and Modules > Relays and Modules - HVAC > Blower Motor Relay > Component Information > Locations > Blower Motor Relay > Page 67

Blower Motor Relay: LocationsLow Blower Relay

Front Center Of Plenum

> Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > A/C Compressor Constant Run Relay

Compressor Clutch Relay: LocationsA/C Compressor Constant Run Relay

RH Side Of Engine Compartment.

Behind RH Front Strut Tower
Applicable to: 1982-83

> Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > A/C Compressor Constant Run Relay > Page 72

J2000 L4-112 1.8L VIN 0 TBI (1982)

Engine & Engine Compartment.

Behind RH Front Strut Tower
Applicable to: 1985 Cimarron 4 Cyl. Engine

> Relays and Modules > Relays and Modules - HVAC > Compressor Clutch Relay > Component Information > Locations > A/C Compressor Constant Run Relay > Page 73

Compressor Clutch Relay: LocationsA/C Compressor Control Relay

Engine & Engine Compartment.

Engine Compartment, Behind RH Strut Tower
Applicable to: 1985 Cimarron 4 Cyl. Engine

> Relays and Modules > Relays and Modules - Lighting and Horns > Fog/Driving Lamp Relay > Component Information > Locations

Fog/Driving Lamp Relay: Locations

Taped To Harness, Behind Switch

> Relays and Modules > Relays and Modules - Lighting and Horns > High Beam Relay > Component Information > Locations

High Beam Relay: Locations

Behind LH Side Of I/P.

Behind I/P, Above Fuse Panel
Applicable to: 1985 Cimarron

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

Horn Relay: Locations

Plugged Into Convenience Center

> Relays and Modules > Relays and Modules - Lighting and Horns > Lamp Control Module > Component Information > Locations

Lamp Control Module: Locations

Under RH Side Of I/P

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All

Technical Service Bulletins for Engine Control Module: > 91648 > Aug > 91 > ECM/PCM - Damaged and/or Mis-Diagnosed

Engine Control Module: All Technical Service BulletinsECM/PCM - Damaged and/or Mis-Diagnosed

Bulletin Number: 91-6-48
Reference Number: 176503
Publish Date: 8/91

Subject:

DAMAGED ECM/PCM AND/OR MIS-DIAGNOSED ECM/PCM SYMPTOMS DUE TO INCORRECT "TAP-TESTING" PROCEDURES

ModelsAffected:

ALL VEHICLES W/ECM/PCM

CONDITION:

Because of the intermittent nature of some Electronic Control Module (ECM) or Powertrain Control Modules (PCM) symptoms, some servicetechnicians have been subjecting the ECM/PCM to vibration and/or shock testing. Commonly known as tap-testing, this procedure involves tapping onthe ECM/PCM case, while the engine is running. It is generally accepted that if the engine or ECM/PCM falters due to the tapping, an intermittentinternal ECM/PCM defect may be indicated. However, this may not always be true. If too much force is applied to the ECM/PCM during the test thefollowing symptoms may result:

- Immediate ECM/PCM failure

- ECM/PCM suffers damage which may cause a failure at a later date.

­ECM/PCM Reset (or Glitch), creating a momentary stall, miss Service Engine Soon (SES) light and/or loss of serial data.

CAUSE:

The ECM/PCM should be tapped using only the fingertips of one hand. Use of the palm, fist or any type of tool subjects the ECM/PCM to forces thatcan cause both the circuit board and the outer aluminum case to flex and distort beyond design limits. The Integrated Circuits (IC) used in today'sECM/PCMs are mounted to the circuit board using a mounting process referred to as "surface technology." There are no circuit board holes for IC leadsto go through. The IC leads set on pads, (28 pads or 52 pads depending on the IC) and solder is flowed around the leads to make the electricalconnection to the circuit board.

Any flexing of the circuit board, beyond design limits, places the IC solder connections at risk of damage. Such damage may be apparent immediately,or it may appear at a future date. Circuit board deflection can occur as a result of striking the ECM/PCM, using ONLY THE PALM OF THE HAND.

If struck on the bottom side (the side opposite the service label), the ECM/PCMs aluminum outer case may deflect inward far enough to contact theelectrical leads attached to the circuit board. Once in contact with the case the ECM/PCM electrical components will be shorted directly to ground.Although such shorting certainly has the potential to damage the ECM/PCM, it may not be permanent damage, depending on which circuit is involved.However, even if permanent damage is avoided, a short on any of the circuits will cause a disruption of normal ECM/PCM, operation for the instant thatthe short occurs. This disruption may cause the ECM/PCM to reset (see "reset" above), creating the false impression that it is vibration sensitive orfaulty. Reset is the ECM/PCMs normal way of coping with large voltage spikes. An ECM/PCM reset does not indicate that the ECM/PCM is defectiveor faulty, only that it is being subjected to abnormal conditions.
CORRECTION:

1. TAP THE ECM/PCM ONLY ON THE TOP SIDE (The top side is where the service label is located.)

­This will minimize the chance of deflecting the ECM/PCM case into the electrical leads on the circuit board. The clearance between thecase and the circuit board is closest on the bottom side of the ECM/PCM.

2. TAP THE ECM/PCM USING ONLY THE FINGERTIPS - NO TOOLS.

­To avoid excessive case deflection, avoid tapping in the center of the case. Tapping close to the edge of the ECM/PCM, especially in thecorners, is best.

- While using greater force may seem more effective, the test itself may cause the ECM/PCM to fail.

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All

Technical Service Bulletins for Engine Control Module: > 9064 > Sep > 89 > ECM - Packard 32-Way Connector Identification

Engine Control Module: All Technical Service BulletinsECM - Packard 32-Way Connector Identification

Bulletin Number: 90-6-4
Reference Number: 916521R
Publish Date: 9/89
Subject: PACKARD 32 WAY CONNECTOR IDENTIFICATION FOR ALL GMP4 ECM APPLICATIONS

Models
Affected: 1981-90 6000, SAFARI WAGON, FIREBIRD, BONNEVILLE, SUNBIRD, GRAND AM, FIERO AND GRAND PRIX MODELS

This bulletin has been revised to include the 1990 model year and to add reference to the 6E and 8D Sections of the Service Manual in the lastparagraph.
This bulletin serves to clarify the labeling of the Packard 32 way connectors used on the GMP4 under dash ECMs.

Currently a common strain relief is used in both the C-D 32 pin and the E-F 32 pin connector. To properly identify these connectors, the strain reliefsmust be removed. Use the lettering on the connector as shown on the attached document.

The colors used at this time for the 32 pin E-F connector are yellow, mint green or orange.

This updates any previous information released concerning identification that indicates any of these colors as being C & D connectors, found in the 6Eand 8D Sections of the affected Service Manuals.

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All

Technical Service Bulletins for Engine Control Module: > 89666 > Aug > 89 > ECM - Packard 32 Way Connector Identification

Engine Control Module: All Technical Service BulletinsECM - Packard 32 Way Connector Identification

Bulletin Number: 89-6-66
Reference Number: 916521
Publish Date: 8/89
Subject: PACKARD 32 WAY CONNECTOR IDENTIFICATION FOR ALL GMP4 ECM APPLICATIONS

Models
Affected: 1980-89 ALL MODELS

This bulletin serves to clarify the labeling of the Packard 32 way connectors used on the GMP4 under dash ECMs.

Currently a common strain relief is used in both the C-D 32 pin and the E-F 32 pin connector. To properly identify these connectors, the strain reliefsmust be removed. Use the lettering on the connector as shown on the attached document.
The colors used at this time for the 32 pin E-F connector are yellow, mint green or orange.

This updates any previous information released concerning identification that indicates any of these colors as being C & D connectors.

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All

Technical Service Bulletins for Engine Control Module: > 8861 > Sep > 87 > Engine Controls - ECM May Contain Wrong PROM

Engine Control Module: All Technical Service BulletinsEngine Controls - ECM May Contain Wrong PROM

Bulletin Number: 88-6-1
Reference Number: 876501
Publish Date: 9/87
Subject: SERVICE REPLACEMENT ELECTRONIC MODULES (ECM) WITH PROM INSTALLED

Models
Affected: 1981-88 ALL MODELS
It has been brought to our attention that some service replacement electronic control modules (ECMs) have contained a PROM. A PROM should nothave been included in a replacement ECM as it may not be the correct PROM for the vehicle.
When this situation is encountered, the PROM should be removed from the replacement ECM and the PROM from the vehicle should be installed.

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All

Technical Service Bulletins for Engine Control Module: > 87640 > May > 87 > ECM - Revised Replacement Procedure

Engine Control Module: All Technical Service BulletinsECM - Revised Replacement Procedure

Number 87-6(Gasoline)-40 Date 5/87Subject:

REVISED ECM REPLACEMENT PROCEDURE - CHART C-1
1982-87 ECM EQUIPPED VEHICLES

The purpose of this bulletin is to introduce new ECM test procedures to reduce the possibility of multiple ECM failures on any one vehicle..

Since 1982, most ECM's have used an integrated circuit (IC) in place of separate transistors to turn "ON" or "OFF" different components controlled bythe ECM. These IC's are called quad drivers (QDR). Each QDR has four separate outputs, meaning it can turn "ON" or "OFF" four different itemsindependently.

A failed QDR usually results in an ECM output becoming either shorted to ground or open. Many times all four QDR outputs will be inoperative if justone vehicle circuit is faulty.

The revised diagnostic incorporates new test procedures designed to identify a damaged QDR. Once identified, the circuit must be repaired to reduce theincidence of repeat ECM failures.
This chart replaces the current service manual procedure for either:

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Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 87640 > May > 87 > ECM - Revised Replacement Procedure >

Page 113

J2000 L4-112 1.8L VIN 0 TBI (1982)

ECM - DIAGNOSIS CHART

1. Chart C-1 ECM replacement check, or

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component

Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 87640 > May > 87 > ECM - Revised Replacement Procedure >

Page 114

J2000 L4-112 1.8L VIN 0 TBI (1982)

2.
Any diagnostic chart where "Replace ECM" is the conclusion, especially if a footnote indicates checking certain circuits for less than 20 OHM'sresistance.

It is strongly suggested that this chart be used whenever an ECM replacement is indicated for 1982-87 vehicles.

QDR Application Chart For CHART C-1

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Information > Technical Service Bulletins > All Technical Service Bulletins for Engine Control Module: > 87640 > May > 87 > ECM - Revised Replacement Procedure >

Page 115

J2000 L4-112 1.8L VIN 0 TBI (1982)

The following chart contains ECM QDR arrangement for all ECM models thru 1987.

QDR Application Chart For CHART C-1

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Technical Service Bulletins for Engine Control Module: > 83I89 > May > 83 > ECM - Failures

Engine Control Module: All Technical Service BulletinsECM - Failures

Number 83-I-89 Section 6 Date 05/83
Subject: ECM FAILURES ON 1982-1983 EFI EQUIPPED VEHICLES

ECM failures on EFI equipped vehicles could be due to any shorted relay or solenoid that is controlled by the ECM, although, the most likely is the TCCsolenoid.

This condition may exist if the "Check Engine" light originally goes "on" and stays "on" while the torque converter clutch would normally be applied,and diagnosis indicates a faulty ECM. When the diagnostic "test" terminal is grounded the light may try to flash a Code 12, from "bright" to "dim"instead of "on" and "off".

If a shorted relay or solenoid is suspected then check the resistance and replace it if it measures under 20 ohms. In order to check the resistance of aninstalled TCC solenoid, the drive wheels must be turning fast enough to close the third gear switch inside the transmission. If the relays and solenoidscheck ok and the "Check Engine" light still only goes on when the TCC applies, then check the TCC solenoid at operating temperatures since the diodeconnected across the TCC solenoid may only malfunction after it has reached higher temperatures.

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Interest: > 83I89 > May > 83 > ECM - Failures

Engine Control Module: Customer InterestECM - Failures

Number 83-I-89 Section 6 Date 05/83
Subject: ECM FAILURES ON 1982-1983 EFI EQUIPPED VEHICLES

ECM failures on EFI equipped vehicles could be due to any shorted relay or solenoid that is controlled by the ECM, although, the most likely is the TCCsolenoid.

This condition may exist if the "Check Engine" light originally goes "on" and stays "on" while the torque converter clutch would normally be applied,and diagnosis indicates a faulty ECM. When the diagnostic "test" terminal is grounded the light may try to flash a Code 12, from "bright" to "dim"instead of "on" and "off".

If a shorted relay or solenoid is suspected then check the resistance and replace it if it measures under 20 ohms. In order to check the resistance of aninstalled TCC solenoid, the drive wheels must be turning fast enough to close the third gear switch inside the transmission. If the relays and solenoidscheck ok and the "Check Engine" light still only goes on when the TCC applies, then check the TCC solenoid at operating temperatures since the diodeconnected across the TCC solenoid may only malfunction after it has reached higher temperatures.

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other

Service Bulletins for Engine Control Module: > 91648 > Aug > 91 > ECM/PCM - Damaged and/or Mis-Diagnosed

Engine Control Module: All Technical Service BulletinsECM/PCM - Damaged and/or Mis-Diagnosed

Bulletin Number: 91-6-48
Reference Number: 176503
Publish Date: 8/91

Subject:

DAMAGED ECM/PCM AND/OR MIS-DIAGNOSED ECM/PCM SYMPTOMS DUE TO INCORRECT "TAP-TESTING" PROCEDURES

ModelsAffected:

ALL VEHICLES W/ECM/PCM

CONDITION:

Because of the intermittent nature of some Electronic Control Module (ECM) or Powertrain Control Modules (PCM) symptoms, some servicetechnicians have been subjecting the ECM/PCM to vibration and/or shock testing. Commonly known as tap-testing, this procedure involves tapping onthe ECM/PCM case, while the engine is running. It is generally accepted that if the engine or ECM/PCM falters due to the tapping, an intermittentinternal ECM/PCM defect may be indicated. However, this may not always be true. If too much force is applied to the ECM/PCM during the test thefollowing symptoms may result:

- Immediate ECM/PCM failure

- ECM/PCM suffers damage which may cause a failure at a later date.

-

ECM/PCM Reset (or Glitch), creating a momentary stall, miss Service Engine Soon (SES) light and/or loss of serial data.

CAUSE:

The ECM/PCM should be tapped using only the fingertips of one hand. Use of the palm, fist or any type of tool subjects the ECM/PCM to forces thatcan cause both the circuit board and the outer aluminum case to flex and distort beyond design limits. The Integrated Circuits (IC) used in today'sECM/PCMs are mounted to the circuit board using a mounting process referred to as "surface technology." There are no circuit board holes for IC leadsto go through. The IC leads set on pads, (28 pads or 52 pads depending on the IC) and solder is flowed around the leads to make the electricalconnection to the circuit board.

Any flexing of the circuit board, beyond design limits, places the IC solder connections at risk of damage. Such damage may be apparent immediately,or it may appear at a future date. Circuit board deflection can occur as a result of striking the ECM/PCM, using ONLY THE PALM OF THE HAND.

If struck on the bottom side (the side opposite the service label), the ECM/PCMs aluminum outer case may deflect inward far enough to contact theelectrical leads attached to the circuit board. Once in contact with the case the ECM/PCM electrical components will be shorted directly to ground.Although such shorting certainly has the potential to damage the ECM/PCM, it may not be permanent damage, depending on which circuit is involved.However, even if permanent damage is avoided, a short on any of the circuits will cause a disruption of normal ECM/PCM, operation for the instant thatthe short occurs. This disruption may cause the ECM/PCM to reset (see "reset" above), creating the false impression that it is vibration sensitive orfaulty. Reset is the ECM/PCMs normal way of coping with large voltage spikes. An ECM/PCM reset does not indicate that the ECM/PCM is defectiveor faulty, only that it is being subjected to abnormal conditions.
CORRECTION:

1. TAP THE ECM/PCM ONLY ON THE TOP SIDE (The top side is where the service label is located.)

­This will minimize the chance of deflecting the ECM/PCM case into the electrical leads on the circuit board. The clearance between thecase and the circuit board is closest on the bottom side of the ECM/PCM.

2. TAP THE ECM/PCM USING ONLY THE FINGERTIPS - NO TOOLS.

­To avoid excessive case deflection, avoid tapping in the center of the case. Tapping close to the edge of the ECM/PCM, especially in thecorners, is best.

- While using greater force may seem more effective, the test itself may cause the ECM/PCM to fail.

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other

Service Bulletins for Engine Control Module: > 9064 > Sep > 89 > ECM - Packard 32-Way Connector Identification

Engine Control Module: All Technical Service BulletinsECM - Packard 32-Way Connector Identification

Bulletin Number: 90-6-4
Reference Number: 916521R
Publish Date: 9/89
Subject: PACKARD 32 WAY CONNECTOR IDENTIFICATION FOR ALL GMP4 ECM APPLICATIONS

Models
Affected: 1981-90 6000, SAFARI WAGON, FIREBIRD, BONNEVILLE, SUNBIRD, GRAND AM, FIERO AND GRAND PRIX MODELS

This bulletin has been revised to include the 1990 model year and to add reference to the 6E and 8D Sections of the Service Manual in the lastparagraph.
This bulletin serves to clarify the labeling of the Packard 32 way connectors used on the GMP4 under dash ECMs.

Currently a common strain relief is used in both the C-D 32 pin and the E-F 32 pin connector. To properly identify these connectors, the strain reliefsmust be removed. Use the lettering on the connector as shown on the attached document.

The colors used at this time for the 32 pin E-F connector are yellow, mint green or orange.

This updates any previous information released concerning identification that indicates any of these colors as being C & D connectors, found in the 6Eand 8D Sections of the affected Service Manuals.

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Service Bulletins for Engine Control Module: > 89666 > Aug > 89 > ECM - Packard 32 Way Connector Identification

Engine Control Module: All Technical Service BulletinsECM - Packard 32 Way Connector Identification

Bulletin Number: 89-6-66
Reference Number: 916521
Publish Date: 8/89
Subject: PACKARD 32 WAY CONNECTOR IDENTIFICATION FOR ALL GMP4 ECM APPLICATIONS

Models
Affected: 1980-89 ALL MODELS

This bulletin serves to clarify the labeling of the Packard 32 way connectors used on the GMP4 under dash ECMs.

Currently a common strain relief is used in both the C-D 32 pin and the E-F 32 pin connector. To properly identify these connectors, the strain reliefsmust be removed. Use the lettering on the connector as shown on the attached document.
The colors used at this time for the 32 pin E-F connector are yellow, mint green or orange.

This updates any previous information released concerning identification that indicates any of these colors as being C & D connectors.

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other

Service Bulletins for Engine Control Module: > 8861 > Sep > 87 > Engine Controls - ECM May Contain Wrong PROM

Engine Control Module: All Technical Service BulletinsEngine Controls - ECM May Contain Wrong PROM

Bulletin Number: 88-6-1
Reference Number: 876501
Publish Date: 9/87
Subject: SERVICE REPLACEMENT ELECTRONIC MODULES (ECM) WITH PROM INSTALLED

Models
Affected: 1981-88 ALL MODELS
It has been brought to our attention that some service replacement electronic control modules (ECMs) have contained a PROM. A PROM should nothave been included in a replacement ECM as it may not be the correct PROM for the vehicle.
When this situation is encountered, the PROM should be removed from the replacement ECM and the PROM from the vehicle should be installed.

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > All Other

Service Bulletins for Engine Control Module: > 87640 > May > 87 > ECM - Revised Replacement Procedure

Engine Control Module: All Technical Service BulletinsECM - Revised Replacement Procedure

Number 87-6(Gasoline)-40 Date 5/87Subject:

REVISED ECM REPLACEMENT PROCEDURE - CHART C-1
1982-87 ECM EQUIPPED VEHICLES

The purpose of this bulletin is to introduce new ECM test procedures to reduce the possibility of multiple ECM failures on any one vehicle..

Since 1982, most ECM's have used an integrated circuit (IC) in place of separate transistors to turn "ON" or "OFF" different components controlled bythe ECM. These IC's are called quad drivers (QDR). Each QDR has four separate outputs, meaning it can turn "ON" or "OFF" four different itemsindependently.

A failed QDR usually results in an ECM output becoming either shorted to ground or open. Many times all four QDR outputs will be inoperative if justone vehicle circuit is faulty.

The revised diagnostic incorporates new test procedures designed to identify a damaged QDR. Once identified, the circuit must be repaired to reduce theincidence of repeat ECM failures.
This chart replaces the current service manual procedure for either:

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component

Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 87640 > May > 87 > ECM - Revised Replacement Procedure > Page

146

J2000 L4-112 1.8L VIN 0 TBI (1982)

ECM - DIAGNOSIS CHART

1. Chart C-1 ECM replacement check, or

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component

Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 87640 > May > 87 > ECM - Revised Replacement Procedure > Page

147

J2000 L4-112 1.8L VIN 0 TBI (1982)

2.
Any diagnostic chart where "Replace ECM" is the conclusion, especially if a footnote indicates checking certain circuits for less than 20 OHM'sresistance.

It is strongly suggested that this chart be used whenever an ECM replacement is indicated for 1982-87 vehicles.

QDR Application Chart For CHART C-1

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component

Information > Technical Service Bulletins > All Other Service Bulletins for Engine Control Module: > 87640 > May > 87 > ECM - Revised Replacement Procedure > Page

148

J2000 L4-112 1.8L VIN 0 TBI (1982)

The following chart contains ECM QDR arrangement for all ECM models thru 1987.

QDR Application Chart For CHART C-1

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Technical Service Bulletins > Page 149

Engine Control Module: Locations

Under RH Side Of I/P

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C-3 System

Fig. 013 1982 ECM WIRING TERMINAL IDENTIFICATION

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Diagrams > C-3 System > Page 152

Fig. 1 ECM TERMINAL ID

> Relays and Modules > Relays and Modules - Powertrain Management > Relays and Modules - Computers and Control Systems > Engine Control Module > Component Information > Description and Operation > With

Carburetor

Engine Control Module: Description and OperationWith Carburetor
ECM PURPOSE

The ECM is the control center of the C3 system. Its function is to monitor input information from the various sensors, process this information,then generate output commands to the various systems that affect the vehicle performance.

PROM

The ability of the ECM to perform these functions is dependent upon a removable calibration unit called the PROM. There are specificECM/PROM combinations for each vehicle and they should not be interchanged.

On-Board Diagnostic Function

The ECM also performs the diagnostic function of the C3 system, alerting the driver through a "Check Engine" light should any problem in thesystem arise and storing a code or series of codes which the technician uses as an aid in making repairs.

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Carburetor > Page 155

Engine Control Module: Description and OperationWith TBI

Electronic Control Module (ECM)

The , located in the passenger compartment, continually monitors and processes sensor and switch inputs anduses these to generate output commands to the various systems affecting vehicle performance.

Throttle Body Injection (TBI)

ProgrammableRead Only Memory (PROM)

The system uses three types of ECMs. Most ECMs have a removable calibration unit called a that enables the ECM to recognize variations in vehicle weight, axle ratio, etc.. -

There are specific ECM/PROM combinations for each vehicle which are not interchangeable.

- Some PROM equipped ECMs also have a CALPAK unit that allows fuel delivery if other parts of the ECM are damaged.

- Some vehicles use a MEM-CAL unit that functions as a combined PROM/CALPAK assembly.

The ECM also compares system parameters to a programmed set of limits. If the ECM senses a parameter outside of limits, it illuminates the"Check Engine" or "Service Engine Soon" light and stores the appropriate code(s) to identify the .

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Trouble Code Descriptions

Engine Control Module: Diagnostic Trouble Code Descriptions

For information regarding B, C, P, U and Manufacturer Code Descriptions -