Pontiac Sunfire 1996 2.2L Workshop Manual

pontiac :: Pontiac Sunfire L4-2.2L VIN 4 (1996)

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Revision

Alarm Module: Technical Service BulletinsMultifunction Alarm Module - Location Revision

File In Section: 8 - Chassis/Body Electrical
Bulletin No: 53-83-22
Date: November, 1995
SERVICE MANUAL UPDATE

Subject:Section 8C - Revised Location of the Multi-Function Alarm Module

Models:1996 Chevrolet Cavalier1996 Pontiac Sunfire

This bulletin is to revise the information in the Service Manual concerning the "Multi-Function Alarm Module". The location of the Multi-FunctionAlarm Module should be updated in Section 8C2-15, Cell 8A-76 and Cell 8A-114. The Multi-Function Alarm Module is now located on the right handside of the vehicle, under the Instrument Panel Assembly (see Figure 1). Included are the procedures for replacement of the Multi-Function AlarmModule.
Remove or Disconnect

1. Negative battery cable.

2. Right sound insulator.

3. Nut holding the Multi-Function Alarm Module (see Figure 1, Item 3).

4. Two electrical connections from module (see Figure 1, Item 2).

5. Multi-Function Alarm Module from vehicle (see Figure 1, Item 1).
Install or Connect

1. Two electrical connectors to the Multi-Function Alarm Module (see Figure 1, Item 2).

2. Multi-Function Alarm Module to vehicle with nut (see Figure 1, Item 3).

3. Right sound insulator.

4. Negative battery cable.
Diagnostic Information

When placing the Multi-Function Alarm Module into the Power Output Diagnostic Mode, the park brake must first be engaged to disable the daytimerunning lights. Failure to do so will prevent the Multi-Function Alarm Module from entering the Power Output Diagnostic Mode.

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Alarm Module: LocationsMultifunction, Alarm, Chime or Voice Module

RH Upper I/P

Multi-Function Alarm Assembly

RH upper I/P

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Alarm Module: LocationsPowertrain Control Module (PCM)

RH Front Corner Behind Fascia

RH front corner, behind fascia

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Alarm Module: Diagram Information and Instructions

Abbreviation
A/C

Air Conditioning

CCM

Central Control Module

CKT

Circuit

CONN

Connector

EBCM

Electronic Brake Control Module

EBTCM

Electronic Brake and Traction Control Module

ECM

Engine Control Module

HARN

Harness

I/P

Instrument Panel

LH

Left Hand

PCM

Powertrain Control Module

RH

Right Hand

TERM

Terminal

Body Part Names

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).

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Sunfire L4-2.2L VIN 4 (1996)

GM Sample Diagram W/ Cell Reference

For instance, in the diagram illustrated "Cell 20" is not a reference to another diagram but a reference to "Section 20" in the OE manual. In theexample, "Section 20" is the engine control section of the manual.

Diagrams / Electrical Diagrams

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

Note:

If unsure of the system - try utilizing the search feature. Type a component in the search feature that belongs to the system and when theresults are displayed note the path displayed. This will show the system the component belongs in.

Electrostatic Discharge (ESD Sensitive Devices)

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

ESD Symbol

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Sunfire L4-2.2L VIN 4 (1996)

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.

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.

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.

Schematic Symbols

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Sunfire L4-2.2L VIN 4 (1996)

Fig.1-Symbols (Part 1 Of 3)

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Sunfire L4-2.2L VIN 4 (1996)

Fig.2-Symbols (Part 2 Of 3)

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Sunfire L4-2.2L VIN 4 (1996)

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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Sunfire L4-2.2L VIN 4 (1996)

SIR Symbol

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

CAUTION: CAUTIONS

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 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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Alarm Module: Diagnostic Aids

Additional Information

NOTE:

Turn OFF power to the test circuit before attempting in-circuit resistance measurements to prevent false readings or damage to the 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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Sunfire L4-2.2L VIN 4 (1996)

Typical Headlights Schematic

Step 2: Read the Headlights Electrical Schematic

This is the step that will save time and labor. Remember, it is essential to understand how a circuit should work, before trying to figure out why itdoesn't.

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

Since both LO beams work, you know that the Headlight Switch, the YEL wire, the LO contacts of the Headlight Dimmer Switch, terminal "1E"of C100, the TAN wires and grounds G1O5 and G109 are all good.

Furthermore, since you saw that the HI Beam Indicator came ON when the Headlight Dimmer Switch was moved to HI you know that the HIcontacts of the Headlight Dimmer Switch and the LT GRN wire between the Headlight Dimmer Switch and C100 are good.

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

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Sunfire L4-2.2L VIN 4 (1996)

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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Sunfire L4-2.2L VIN 4 (1996)

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 specificprocedure. It is the amount of time used to record each snapshot of information used for calculating "AVG" when in the "MIN MAX" mode.

Intermittents and Poor Connections

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Sunfire L4-2.2L VIN 4 (1996)

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

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

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

^

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

^

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

^

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

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

Wiring broken inside the insulation. This condition could cause a continuity check to show a good circuit, but if only 1 or 2 strands of amulti-strand type wire are intact, resistance could be far too HI.

To avoid any of the above problems when making wiring or terminal repairs, always follow the instructions for wiring and terminal repair outlined underthe . See: Wire Repair Procedures/Typical Electrical Repair ProceduresRepair Procedures

Meter Connections

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

^

Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness forcontinuous monitoring while performing other operations or test driving. (Do not backprobe "Weather Pack(R)" type connectors.)

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

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

Aftermarket Accessories

Always check for aftermarket accessories as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the system to verifythat these add-on accessories are not the cause of the problems.
Some possible causes of vehicle problems related to aftermarket accessories include:

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

Probing (Frontprobe & Backprobe)

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

Backprobe

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

After backprobing any connector, always check for terminal damage. If terminal damage is suspected, check for proper terminal contact, refer to . See: General Troubleshooting Procedures/Checking Terminal ContactsChecking Terminal Contact

Testing For Voltage

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Sunfire L4-2.2L VIN 4 (1996)

Frontprobe

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

Voltage Check

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

connected to ground.

2. Connect the other lead of the test light or voltmeter to a selected test point (connector or terminal).3. If the test light illuminates, there is voltage present. When using a DVM, note the voltage reading.

Testing For Continuity

Continuity Check Through A Switch

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

Testing For Voltage Drop

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Sunfire L4-2.2L VIN 4 (1996)

Voltage Drop Test

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

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

Battery.

2. Connect the negative lead to the other end of the wire (or the other side of the connection or switch).3. Operate the circuit.4. The DVM will show the difference in voltage between the two points.

Testing For Short to Ground

Testing For Short With Self Powered Test Light Or Ohmmeter

WITH A TEST LIGHT OR DIGITAL VOLTMETER (DVM)

1. Remove the blown fuse and disconnect the load.2. Connect a test light or voltmeter across the fuse terminals (be sure that the fuse is powered).3. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about apart) while watching the6 inches

test light or DVM.

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

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Sunfire L4-2.2L VIN 4 (1996)

Testing For Short With Test Light Or DVM

WITH A SELF-POWERED TEST LIGHT OR OHMMETER.

1. Remove the blown fuse and disconnect the Battery and load.2. Connect one lead of a self-powered test light or ohmmeter to the fuse terminal on the load side.3. Connect the other lead to a known good ground.4. Beginning near the Fuse Block, wiggle the harness from side to side. Continue this at convenient points (about apart) while watching the6 inches

self-powered test light or ohmmeter.

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

FUSES POWERING SEVERAL LOADS

"Fuse Block Details,"

1. Find the schematic under for the fuse that has blown.2. Open the first connector or switch leading from the fuse to each load.3. Replace the fuse.
^ If the fuse blows, the short is in the wiring leading to the first connector or switch. Use a test light or meter as described.

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

4. Close each connector or switch until the fuse blows in order to find which circuit has the short. Connect test lamp or meter at the connector to the
suspect circuit (disconnected) rather than at the fuse terminals.

Test Light/Digital Voltmeter

12 volt

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

(DVM)

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

(ECM)

10-megohm NEVER

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

Procedures

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

Connector Test Adapters

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

Self-Powered Test Light

A self-powered test light is used only on an unpowered circuit. First remove the fuse which feeds the circuit you're working on. Select two specific pointsalong the circuit through which there should be continuity. Connect one lead of the self-powered test light to each point. If there is continuity, the testlight circuit will be completed and the bulb will go ON.

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

Ohmmeter

An ohmmeter can be used instead of a self-powered test light. The ohmmeter shows how much resistance there is between two points along a circuit. LOresistance means good continuity.

(ECM) 10-megohm

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

(DVM),

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

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A self-powered test light (J 21008-A) can be used to check for continuity. This tool is made up of a light bulb, Battery and two leads. If the leads aretouched together, the bulb will go ON.

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

Fused Jumper Wire

20 amp

A fused jumper (J 36169) is available with small clamp connectors providing adaptation to most connectors without damage. This fused jumper wire issupplied with a fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuitbeing tested.

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

Short Finder

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

Fuse Tester

(LED)

A simple tester (J 34764) can detect a blown fuse. To check a fuse, the tester is applied directly to the fuse in the Fuse Block. Two probes contact thefuse, either into the slots of a flat fuse or to the metal ends of a glass fuse. With power ON, a red Light Emitting Diode in the tester lights if thefuse is open. The handle of the tester is a tool for removing either type of fuse.

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Sunfire L4-2.2L VIN 4 (1996)

Special Tools

Circuit Breakers

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

The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit breaker cools,Cycling Circuit Breaker

it will close again after a few seconds. If the cause of the HI current is still present it will open again. It will continue to cycle open and closed untilthe condition causing the HI current is removed.

Non-Cycling Circuit Breaker

There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The difference is a smallheater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element open until the current source isremoved.

(ECB)

The other type is solid state, called out in this section as Electronic Circuit Breaker . This device has a Positive Temperature Coefficient. Itincreases its resistance greatly when excessive current passes through it. The excessive current heats the ECB. As it heats, its resistance increases,therefore having a Positive Temperature Coefficient. Eventually the resistance gets so HI that the circuit is effectively open. The ECB will notreset until the circuit is opened, removing voltage from its terminals. Once voltage is removed, the circuit breaker will re-close within a second ortwo.

Fuses

Fuse Devices

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

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Sunfire L4-2.2L VIN 4 (1996)

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

Information and Instructions > Page 31

Sunfire L4-2.2L VIN 4 (1996)

Fuse Rating And Color

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

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

Autofuse

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

Maxifuse

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

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

Minifuse

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

Pacific Fuse Element/Maxifuse

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

Fusible Links

Good And Damaged Fusible Links

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

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

Information and Instructions > Page 32

Sunfire L4-2.2L VIN 4 (1996)

Wire Size Conversion Table

AWG

10 gage 14 gage

5 mmSq. 2 mm Sq. Wire Size Conversion Table

Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For sizes, each fusible link is fourwire gage sizes smaller than the wire it is designed to protect. For example: to protect a wire use a link or for metric, to protect a wire use a link, refer to . Links are marked on the insulation with wire-gage size because the heavyinsulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown fusiblelink.

Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that use fusiblelinks will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the Expanded Duty type.SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can only be used to replaceHypalon(R) fusible links.
Determining characteristics of the types of fusible links are:

-

Hypalon(R) (limited use): only available in or smaller and its insulation is one color all the way through.0.35 mm Sq.

- SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation.

-

Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool, it should be cut long. make a fusible link longer than 150-225 mm (approx. 6-9 in.) NEVER 225 mm (approx. 9 in.).

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

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Sunfire L4-2.2L VIN 4 (1996)

Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing on theinsulation. Service fusible links are available in many lengths.

Single Wire Feed Fusible Link

Typical Electrical Repair Procedures.

To replace a damaged fusible link, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip wire and usestaking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, refer to ""Use crimp and seal splices whenever possible. See: Wire Repair Procedures/Typical Electrical Repair Procedures

Double Wire Feed Fusible Link

To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced to each harnesswire.

General Information

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

The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For example, if anelectronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring assembly. However, it will notnecessarily prevent damage to the component.
There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link.

Diode Replacement

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

If the diode is taped to the harness, remove all of the tape.Step 1: Open the Harness

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Sunfire L4-2.2L VIN 4 (1996)

Step 2: Remove inoperative Diode

Paying attention to current flow direction, remove inoperative diode from the harness with a suitable soldering tool. If the diode is located next to aconnector terminal, remove the terminal(s) from the connector to prevent damage from the soldering tool.

Step 3: Strip the Insulation

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

Diode Identification

Step 4: Install New Diode

Check current flow direction of the new diode, being sure to install the diode with correct bias. Refer the image for replacement diode symbols andcurrent flow explanations. Attach the new diode to the wire(s) using 60/40 rosin core solder. Use a beat sink (aluminum alligator clip) attachedacross the diode wire ends to protect the diode from excess heat. Follow the manufacturer's instructions for the soldering equipment you are using.

Install terminal(s) into the connector body if previously removed in Step 2.Step 5: Install Terminal(s)

Step 6: Tape Diode to Harness

Tape the diode to the harness or connector using electrical tape. To prevent shorts to ground and water intrusion, completely cover all exposedwire and diode attachment points.

Acceptable Diode Replacements

1 amp, 50 PIV 1 amp, 400 PIV

In the event (Peak Inverse Rating) diodes are unavailable, a universal diode with a rating can be used for thefollowing applications:^

A/C Compressor Clutch
^ ABS/4WAL (the ABS Diode on the Delco Moraine is hidden inside of an electrical connector under the carpet at the RH panel)
^ Wiper
^ Charging System (hidden in wire harness)
^ Parking Brake (vehicle with ABS)
^ Relays
^ Solenoids

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

Information and Instructions > Page 35

Sunfire L4-2.2L VIN 4 (1996)

^ Diesel Glow Plug Circuit

General Information
OPEN CIRCUIT

An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize.

SHORT CIRCUIT

A short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes afuse to blow or a circuit breaker to open.

Heated Oxygen Sensor (O2S) Repair

If the Heated Oxygen Sensor pigtail wiring, connector or terminal is damaged, the entire Oxygen Sensor Assembly must be replaced. Do not attempt torepair the wiring, connector or terminals. In order for the sensor to function properly, it must have provided to it a clean air reference. This clean airreference is obtained by way of the Oxygen Sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in theobstruction of the air reference and degraded Oxygen Sensor performance.
The following guidelines should be used when servicing the Heated Oxygen Sensor:

^

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

^

Neither the sensor or vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through thelead wire.

^

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

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

The Engine Harness may be repaired using Packard's Crimp and Splice Seals Terminal Repair Kit J 38125-A. Under no circumstances should repairs besoldered since this could result in the air reference being obstructed.

General Information

^

The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three generalgroups: Push-to-Seat, Pull-to-Seat and Weather Pack(R).

^ Use the proper Pick(s) or Tool(s) that apply to the terminal.
^ The Terminal Repair Kit (J 38125-A) contains further information.

Push-to-Seat and Pull-to-Seat Connectors

Typical Push-to-seat Connector And Terminal

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Information and Instructions > Page 36

Sunfire L4-2.2L VIN 4 (1996)

Typical Pull-to-seat Connector And Terminal

Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors. The steps are illustrated with typical connectors. Your connector may differ,but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply.

Remove any Connector Position Assurance Locks . CPAs are designed to retain connectors when mated.Step 1: (CPA)

Remove any Terminal Position Assurance Locks. TPAs are designed to keep the terminal from backing out of the connector.Step 2: (TPA)

The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated.NOTE:

Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector.Step 3:

Separate the connector halves and back out seals.Step 4:

Grasp the lead and push the terminal to the forward most position. Hold the lead at this position.Step 5:

Locate the terminal lock tang in the connector canal.Step 6:

Insert the proper size pick (refer to Terminal Repair kit J 38125-A) straight into the connector canal at the mating end of the connector.Step 7:

Step 8:

Depress the locking tang to unseat the terminal.^

Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector.
^ Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector.

use force to remove a terminal from a connector.NOTE: NEVER

Step 9: Terminal Repairs

Inspect terminal and connector for damage. Repair as necessary (refer to ). See: Wire Repair Procedures/Typical ElectricalRepair Procedures/Terminal Repairs

Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease.Step 10:

Install any CPAs or TPAs, close any secondary locks and join connector halves.Step 11:

Weather Pack(R) Connectors

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

Information and Instructions > Page 37

Sunfire L4-2.2L VIN 4 (1996)

Typical Weather Pack(R) Connector And Terminal

Follow the steps below to repair Weather Pack(R) connectors.

Separate the connector halves.Step 1:

Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector.Step 2:

Step 3:

Grasp the lead and push the terminal to the forward most position. Hold the lead at this position.

Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder.Step 4:

Gently pull on the lead to remove the terminal through the back of the connector.Step 5:

use force to remove a terminal from a connector.NOTE: NEVER

Step 6: Terminal Repair

Inspect the terminal and connector for damage. Repair as necessary (refer to ). See: Wire Repair Procedures/Typical ElectricalRepair Procedures/Terminal Repairs

Re-form the lock tang and reseat terminal in connector body.Step 7:

Close secondary locks and join connector halves.Step 8:

Repairing Short Circuits Caused By Damaged Wire

^ Locate the damaged wire.
^ Find and correct the cause of the wire insulation damage.
^

Splicing Instructions

For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (refer to the forcopper or shielded cable for the correct splicing procedure). See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing CopperWire Using Splice Clips See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Copper Wire Using Crimp and Seal SpliceSleeves See: Wire Repair Procedures/Typical Electrical Repair Procedures/Splicing Twisted/Shielded Cable

Splicing Copper Wire Using Crimp and Seal Splice Sleeves

Crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial to form a one-to-one splice. They are to be used wherethere are special requirements such as moisture sealing. Crimp and seal splice sleeves are included in the J 38125-A Terminal Repair Kit.

Step 2: Cut the Wire

40 mm (1.5 in.)

Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire to change thelocation of a splice. You may have to adjust splice locations to make certain that each splice is at least away from other splices,harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage.

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

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Sunfire L4-2.2L VIN 4 (1996)

Step 1: Open the Harness

If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available fromsewing supply stores). The crimp and seal splice sleeves may be used on all types of insulation except Tefzel and coaxial and may only be used toform a one-to-one splice.

Wire Size Conversion Table

If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire.Step 3: Strip the Insulation

AWG

7.5 mm (5/16 in.)

To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent size or use an AWG wiregage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation isremoved. Strip approximately of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the wires.Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section.

Crimp And Seal Splice Sleeve Chart

Select the proper splice sleeve according to wire size. The splice sleeves and tool tests are color coded (refer to ).Step 4: Select and Position the Splice Sleeve Chart

Hand Crimp Tool

Using the J 38125-8 splice crimp tool, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nestso that the crimp falls midway between the end of the barrel and the stop.

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Sunfire L4-2.2L VIN 4 (1996)

Seal Splice Sequence

The sleeve has a stop in the middle of the barrel to prevent the wire from going further. Close the hand crimper handles slightly to hold the splicesleeve firmly in the proper nest.

Step 5: Insert Wires into Splice Sleeve and Crimp

Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the J 38125-8 crimper tightly until the crimper handlesopen when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 foropposite end of the splice.

Using the Ultratorch J 38125-5 (follow instructions that accompany Ultratorch), apply heat where the barrel is crimped. Gradually move the heatStep 6: Shrink the Insulation Around the Splice

barrel to the open end of the tubing, shrinking the tubing completely as the heat is moved along the insulation. A small amount of sealant will comeout of the end of the tubing when sufficient shrinking is achieved.

Splicing Copper Wire Using Splice Clips

Splice clips are included in the J 38125-A Terminal Repair Kit. The splice clip is a general purpose wire repair device. It may not be acceptable forapplications having special requirements such as moisture sealing.

Step 1: Open the Harness

If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available fromsewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire.

Step 2: Cut the Wire

40 mm (1.5 in.)

Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off tochange the location of a splice. You may have to adjust splice locations to make certain that each splice is at least away from othersplices, harness branches or connectors.

Wire Size Conversion Table

Step 3: Strip the Insulation

AWG

When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. The table shows thecommercial wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the equivalentmetric size.
To find the correct wire size either find the wire on the schematic page and convert the metric size to the AWG size, or use an AWG wire gage.

If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of the insulation is removed.Be careful to avoid nicking or cutting any of the wires.

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

Information and Instructions > Page 40

Sunfire L4-2.2L VIN 4 (1996)

Entering The Splice Clip

Step 4: Crimp the Wires

Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J38125-A Terminal Repair Kit. Select the correct anvil on the crimper. (On most crimpers your choice is limited to either a small or large anvil.)Overlap the stripped wire ends and hold them between your thumb and forefinger as shown. Then, center the splice clip under the stripped wiresand hold it in place.^

Open the crimping tool to its full width and rest one handle on a firm flat surface.
^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the clip.

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Information and Instructions > Page 41

Sunfire L4-2.2L VIN 4 (1996)

Crimping The Splice Clip

^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes.
^

Before crimping the ends of the clip, be sure that:-

The wires extend beyond the clip in each direction.

- No strands of wire are cut loose.

- No insulation is caught under the clip.

Completing The Crimp

Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge of the clip or you may damage or nick the wires.

Applying The Solder

Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instruction for the solder equipment you are using.Step 5: Solder

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Sunfire L4-2.2L VIN 4 (1996)

Proper First Taping

Proper Second Taping

If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape.

Splicing Twisted/Shielded Cable

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Sunfire L4-2.2L VIN 4 (1996)

Step 6: Tape the Splice

Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on theexisting wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the flagged ends will tangle with the other wires in theharness.

Twisted/shielded Cable

Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this construction isused between the Engine Control Module and the distributor.(ECM)

Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape.Step 1: Remove Outer Jacket

Unwrap the aluminium/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been made.Step 2: Unwrap the Tape

The Untwisted Conductors

Step 3: Prepare the Splice

Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to staggersplices to avoid shorts.

After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the tape.Step 4: Re-assemble the Cable

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Sunfire L4-2.2L VIN 4 (1996)

The Re-assembled Cable

Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and mylar tape.

Proper Taping

Tape over the entire cable using a winding motion. This tape will replace the section of the jacket you removed to make the repair.Step 5: Tape the Cable

Terminal Repairs

Terminal Repair

Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals.Step 1:

Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only).Step 2:

Remove insulation.Step 3:

Align seal with end of cable insulation (Weather Pack(R) terminals only).Step 4:

Position strip (and seal for Weather Pack(R)) in terminal.Step 5:

Hand crimp core wings.Step 6:

The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals. Some terminals do not require all stepsshown. Skip those that don't apply. The Terminal Repair Kit (J 38125-A) contains further information.

Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)).Step 7:

Solder all hand crimped terminals.Step 8:

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm Module, (Vehicle Antitheft) > Component Information > Diagrams > Diagram Information and Instructions > Page 45

Alarm Module: Connector Views

Multi-Function Alarm Module: C2

Multi-Function Alarm Module: C2

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm Module, (Vehicle Antitheft) > Component Information > Diagrams > Diagram Information and Instructions > Page 46

Alarm Module: Electrical Diagrams

Refer to Antitheft and Alarm Systems level diagrams.

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm Module, (Vehicle Antitheft) > Component Information > Service and Repair > Anti-Theft Controller Learning Procedure

Alarm Module: Service and RepairAnti-Theft Controller Learning Procedure
CONTROLLER LEARNING PROCEDURE

Controller Learning Diagram

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Anti-Theft Controller Learning Procedure > Page 49

Sunfire L4-2.2L VIN 4 (1996)

Passlock Relearn Procedure

The PASSLOCK System is designed to prevent theft even if various theft deterrent parts are changed. Parts that can no longer be changed without thepossibility of going into a tamper mode are:

- PASSLOCK Lock Cylinder

-

Instrument Panel Cluster (IPC)

- Powertrain Control Module (PCM)

If any of these parts are replaced, the vehicle may start and stall for 10 (ten) minutes (LONG TAMPER MODE). If this occurs, the system MUST gothrough a LONG TAMPER MODE cycle. During this time, the THEFT TELLTALE will be flashing for the full ten minutes. The IPC and PCMrequire the full ten minutes to complete a learn cycle. The Ignition Key MUST remain in the "RUN" position until the telltale stops flashing or thecycle will have to be repeated.

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Alarm Module: Service and RepairPASSLOCK Reprogramming Auto Learn
PASSLOCK REPROGRAMMING AUTO LEARN

IMPORTANT:

Due to component variability, the vehicle theft deterrent (VTD) system must have the learn procedure performed regardless, if thevehicle starts on the first ignition cycle after a VTD repair.

You must perform a theft relearn procedure if any of the following components have been replaced:*

Passlock Sensor

* Instrument Panel Cluster (IPC)
* Powertrain control module (PCM)
The above modules, with the exception for the Passlock Sensor must also be programmed with each module's own vehicle configuration.

AUTO LEARN

Time required, approximately 10 minutes:1. Insure that the battery is fully charged. 2. Use the scan tool in order to clear the DTCs. 3. Turn the ignition switch from the OFF position to the CRANK position attempting to start the vehicle. The vehicle will start and then stall. 4. Leave the ignition switch in the ON position while observing the security indicator. 5. When the security indicator turns off, which can take up to 10 minutes, turn the ignition switch off. Wait 10 seconds. 6. The BCM and the PCM will learn the new code on the next start attempt.

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Alarm Module, (Vehicle Antitheft) > Component Information > Service and Repair > Anti-Theft Controller Learning Procedure > Page 51

Alarm Module: Service and RepairPASSLOCK System Disable
ANTITHEFT SYSTEM DISABLE (PASSLOCK)

The OEM service manual does not provide Vehicle Theft Deterrent system disable procedures.(VTD)

> 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).

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

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.

> 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 56

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 57

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

Left Front Of Luggage Compartment

> Relays and Modules > Relays and Modules - Accessories and Optional Equipment > Keyless Entry Module > Component Information > Locations > Page 61

Keyless Entry Module: Diagrams

Remote Keyless Entry Module: C1 And C2

Remote Keyless Entry Module: C1 And C2

> 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 70

Sunfire L4-2.2L VIN 4 (1996)

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 71

Sunfire L4-2.2L VIN 4 (1996)

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: