Guias de Solucion de Problemas GM

Sheet 6: Troubleshooting Charts
TROUBLESHOOTING CHARTS
GENERAL
The following troubleshooting charts are designed to give an efficient method of fault analysis on the electronic
engine controls.
WARNING
This troubleshooting requires the operation of the engine for some of the tests. Make sure the tests are
done carefully to prevent injury:
• Put the lift truck on a level surface. Lower the carriage and forks and apply the parking brake. Make sure
the lift truck can not move and cause an injury during the tests. Use blocks as necessary to prevent
movement of the lift truck.
• The fuel system and the engine must operate correctly. Any problems or leaks in the fuel system and the
engine must be repaired before doing troubleshooting.
• The fan and the drive belts can remove fingers or cause other injuries. Be careful that your hands and
tools do not touch the moving fan or the drive belts.
• The engine exhaust and other parts of the engine are hot. Do not touch a hot surface and cause a burn.
CAUTION
Electronic equipment can be damaged if troubleshooting and repairs are not done correctly. The following
CAUTIONS must be followed when doing troubleshooting or repairs on an engine with an ECM:
• Always disconnect the battery negative cable before disconnecting and removing any parts except as described
in TROUBLESHOOTING.
• Never start the engine unless the battery is correctly connected.
• Never disconnect the battery from any equipment when the engine is running.
• Never disconnect the battery from the charging system when the engine is running.
• If the battery must be charged with a battery charger, ALWAYS disconnect the battery from the electrical
system.
• Make sure that all electrical connections are clean and have good electrical contact.
• Never connect or disconnect the wiring harness at the ECM when the key switch is "ON".
• Never disconnect a jumper wire between the terminals of the Diagnostic Link Connector (DLC).
• Always disconnect the battery and the ECM connectors if electric arc welding must be done on the vehicle.
• If the engine compartment is cleaned with steam, make sure that any water or steam is not sent toward the ECM
or its sensors. The heat and steam can damage the electronic components and cause corrosion in the electrical
connections.
• Use only the tools and test equipment described in "TOOLS AND TEST EQUIPMENT" to prevent damage to
good components and to obtain correct test results.
• All voltage measurements must be made with a digital voltmeter with a rating of 10 megohm input impedance.
• When a test light is used in troubleshooting, the test light must have less than 0.3 amps (300 milliamps) of
maximum current flow. A test for a correct test light is shown in Figure 5-01.
TOOLS AND TEST EQUIPMENT
The following tools are necessary for troubleshooting the system:

• Ohmmeter
• Digital voltmeter. The voltmeter must have a minimum input impedance of 10-megohms. (A digital voltmeter and
ohmmeter are normally included in a multi-meter test instrument.
• Tachometer with inductive trigger signal sensor.
• Test light that has a low current draw as described in Figure 5-01.
• Vacuum pump with a gauge. This vacuum pump is held and operated with the hand. The gauge must be able to
indicate a gauge pressure (vacuum) of 34 kPa (20 inches of mercury (20' Hg)). (See the PRESSURE
CONVERSION CHART at the end of this section.)
• Spark tester. The spark tester is used to check the secondary ignition. The spark tester is also called an ST 125
and creates a 25 kilovolt load on secondary ignition components.
Figure 5-18. Current Flow Test For A Test Light
If the ammeter indicates less than 0.3 amps (300 milliamps), the test light can be used.
If the ammeter indicates more than 0.3 amps (300 milliamps), the test light can not be used because it can cause
damage to the electronic components.
Chart A-1. NO "MALFUNCTION INDICATOR" LAMP
Circuit Description
The "Malfunction Indicator" lamp will be "ON" when the ignition is ON and engine is not running. Voltage from the
ignition switch is supplied to the light bulb. The Electronic Control Module (ECM) will control the lamp and turn it "ON"
by connecting it to ground through circuit AZ.
Test Description: The number(s) below are a reference to number(s) in circles in the troubleshooting chart on the
next page.
1. This test gives a ground circuit for the Malfunction Indicator Lamp circuit. If lamp works now, then the external
circuits are correct.
2. This tests circuits HD, HC, and JM for voltage.
3. Using a test light connected to Battery +, check each of the system ground circuits to be sure there is a good
ground.
4. If a fuse is open, remember to locate any short circuits to ground or other high ampere causes on that circuit.
Other Troubleshooting Checks:
If engine runs correctly, check for the following:
• Fault in the light bulb.

• Circuit AZ is open.
• 5 ampere circuit breaker is no good. This will cause no dash indicator lights, gauges, or seat belt
reminder.
If Engine Cranks But Will Not Run:
• ECM Battery + fuse/circuit JY or HD or HC open.

• ECM ignition fuse/circuit JM/JN is open.
• Poor connections to ECM.
Chart A-1. NO "MALFUNCTION INDICATOR" LAMP

When repairs are complete, clear the codes from the ECM and check that the "Malfunction Indicator" lamp
does not indicate another problem.
Chart A-2. NO "SCAN" DATA, NO DTC 12, "MALFUNCTION INDICATOR" LAMP IS "ON"
Circuit Description
The "Malfunction Indicator" lamp (MIL) will be "ON" when the ignition is ON and the engine is not running. Voltage
from the ignition switch is supplied to the light bulb. The ECM will control the light and turn it on by connecting it to
ground through circuit AZ to the ECM.
With the diagnostic terminal is connected to ground, the light will flash a DTC 12, followed by any trouble code(s)
kept in memory. A steady light means a short to ground in the light control circuit AZ, or an open in circuit HS.
next page.
1. If there is a problem with the ECM that causes a "SCAN" tool to not read data from the ECM, then the ECM will
not flash a DTC 12.
• If DTC 12 does flash, be sure that the "SCAN" tool is working correctly on another vehicle.
• If the "SCAN" is working correctly and circuit HZ is good, the ECM can be the cause for the "NO SCAN
DATA" symptom.
2. This step will check for an open diagnostic circuit HS.
3. If the light turns off after the ECM connectorJ2 is disconnected, then circuit AZ has a short circuit to ground.
4. At this point, the "Malfunction Indicator" lamp wiring is good. If DTC 12 does not flash, replace the ECM.
Chart A-2. No "SCAN" Data, No DTC 12, "MALFUNCTION INDICATOR" Lamp ON

Chart A-3. THE STARTER ROTATES THE ENGINE, ENGINE WILL NOT RUN
Circuit Description
Before using this chart, battery condition, engine cranking speed, and fuel quantity must be checked to make sure
they are correct.
next page.
1. Use the Malfunction Indicator Lamp On test to determine if there is battery and ignition voltage at the ECM.
No "SCAN" data can be caused by an ECM problem, CHART A-2 will diagnose the ECM.
If throttle or coolant sensors are not within these ranges, the ECM can be using the wrong mode for starting.
The "SCAN" tool will display RPM during cranking if pulses are received at the ECM.
2. If RPM was indicated during crank, the ignition module is receiving a crank signal, but "No Spark' at this test
indicates the ignition module is not triggering the coil.
3. While cranking the engine, there must be no fuel spray with the injector electrical connector disconnected.
Replace the injector or seals if fuel sprays or drips.
4. The test light will flash, indicating the ECM is controlling the injector.
5. Fuel spray from the injector indicates that fuel is available. However, the engine can be getting too much fuel. No
fuel spray from injector indicates a fault in the fuel system or no ECM control of injector.
• Water or foreign material can cause a no start condition during freezing weather. The engine can start after
approximately 5 minutes in a heated shop.
• A MAP sensor voltage reading between .5 and 3.0 volts can cause a no start condition. Disconnect the MAP
sensor. If the engine starts, replace the MAP sensor. See MAP sensor test in REPAIRS.
• If fuel pump fuse is damaged, test current draw of pump motor in tank. If more than 5 to 6 amps, correct the
circuit or replace the pump motor in the tank.
Chart A-3. THE STARTER ROTATES THE ENGINE, ENGINE WILL NOT RUN
Chart A-4. FUEL INJECTOR CIRCUIT
Circuit Description
This troubleshooting chart is used if the troubleshooting Chart A-3 indicates a fuel injector problem.
Test Description: The numbers below are a reference to the numbers in circles in the troubleshooting chart on the
next page.
1. This test will determine if the ignition module is generating a reference pulse and check the wires and ECM for a
fault. If a 12 VOLT TEST LIGHT is connected to 12 volts and then touched and removed from circuit GY, a
reference pulse is normally generated. If the TEST LIGHT connected to the fuel injector circuit momentarily
illuminates, the ECM and wires are correct.
2. This step checks for 12 volts to the fuel injector. This test will also determine if there is a short-circuit to a voltage
source on the ECM side of the circuit.
3. This test checks for a good circuit to the ECM.
Chart A-4. Fuel Injector Circuit

Chart A-5. FUEL PUMP RELAY CIRCUIT
Circuit Description
When the ignition switch is turned ON, the ECM will activate the fuel pump relay with a 12 volt signal and run the fuel
pump. The fuel pump relay will operate as long as the engine is cranking or running if the ECM is receiving ignition
reference pulses. The ECM will stop the fuel pump relay signal two seconds after the ignition reference pulses stop.
This will also occur two seconds after the key is ON and the engine not started.
If the fuel pump relay or the 12 volt relay drive from the ECM fail, the fuel pump will receive electrical current through
the circuit for the oil pressure switch when the engine is running.
The fuel pump test terminal is near the relay in the engine compartment. When the engine is stopped, the pump can
be turned "ON" by applying Battery + to the test terminal.
next page.
1. The test light will connect to ground through the relay to the fuel pump.
2. If pump does not run, it can be damaged or worn.
3. After the fuel pump relay is replaced, continue with the "Oil Pressure Switch Test", step 4.
4. At this point, the fuel pump relay is operating correctly. Test the parallel circuit through the oil pressure switch.
5. If fuse was damaged, check the circuit for too much current usage (including fuel pump).
• A fuel pump relay that does not work can cause long cranking times. The extended crank period is caused
by the time necessary for oil pressure to reach the pressure required to close the oil pressure switch and
turn "ON" the fuel pump.
Chart A-5. Fuel Pump Relay Circuit

Chart A-6. FUEL SYSTEM TROUBLESHOOTING (1 of 2)
Circuit Description
When the ignition switch is turned ON, the ECM will activate the fuel pump relay with a 12 volt signal and run the fuel
pump. The fuel pump relay will operate as long as the engine is cranking or running if the ECM is receiving ignition
reference pulses. The ECM will stop the fuel pump relay signal two seconds after the ignition references stop. This
will also occur two seconds after the key was ON and the engine not started.
If the fuel pump relay or the 12 volt relay drive from the ECM fail, the fuel pump will receive electrical current through
the oil pressure switch circuit when the engine is running.
When the engine is stopped, the fuel pump can be turned "ON" by applying Battery + to the fuel pump "test' terminal.
This terminal is located near the pump relay.
The fuel pump delivers fuel to the TBI unit where the system pressure is controlled to 62 to 90 kPa (9to 13 psi).
Excess fuel is returned to the fuel tank.
next page.
1. Check the fuel pressure while the pump is running. Pressure will start to drop as soon as the pump stops
because of an internal relief in the pressure regulator.
2. If engine does not run use Chart A-3.
3. This test checks the operation of the fuel pump check valve. A check valve that leaks will cause fuel in the
pressure line to drain back to the tank and cause long start times. The amount of pressure is not important as
long as some pressure is maintained.
Fuel system pressure that is not correct can cause one of the following symptoms:
• Cranks, but will not start.
• Starts, but will not continue to run.

• Long cranking times before engine starts.
• Rough idle or low idle speed.
• Engine miss, feels like ignition problem.
• High fuel usage, loss of power, poor performance.
Chart A-6. Fuel System Troubleshooting (1 of 2)
next page.
1. Fuel pressure less than 62 kPa (9 psi) can cause several problems. It can cause hard starting in cold conditions
and poor performance. Low fuel pressure can also allow the engine to run at idle or low speeds, but cause the
engine to run poorly or stall when more fuel is required (such as accelerating or at high speed).
2. Causing a restriction in the fuel flow at the tank (as shown) causes the fuel pump to develop its maximum
pressure. With the fuel pump running, pressure will increase to more than 90 kPa (13 psi).
NOTE: Do not block the fuel return line completely (outlet side of TBI assembly) as too much pressure can damage
the TBI pressure regulator.
3. This test determines if the high fuel pressure is caused by a restriction in the fuel return line, or a problem with
the pressure regulator.
4. If pressure is correct at idle, yet becomes lower as the engine is accelerated, then repair the restriction in fuel
feed line. If there is no restriction, replace the fuel pump.
5. Wrong fuel pump (too much capacity) can also cause high pressure.
6. Check that the shut-off valves are open when finished.
Fuel Pressure Check;
Tools Required: Fuel Pressure Gauge
WARNING
A small amount of fuel may be released when connecting the fuel pressure gauge. To prevent a fire or
personal injury, put a shop towel near the fuel pressure port fitting before connecting the gauge. Clean any
fuel that leaks out. Put the towel in approved container when connection is completed.
1. Clean any dirt or grease from the cap for the pressure gauge port, then remove it.
2. Connect fuel pressure gauge.
3. Energize fuel pump.

4. Compare fuel pressure to specifications.
5. Disconnect power supply for the fuel pump.
6. Disconnect fuel pressure gauge.
7. Replace the cap for the pressure gauge port.
8. Turn the ignition switch ON and OFF twice, waiting ten seconds between cycles, and check for fuel leaks.
Chart A-7. IGNITION SYSTEM TROUBLESHOOTING
Test Description: If a tachometer has been connected to the TACH CONN., disconnect it before doing this test.
The numbers below are a reference to the numbers in circles in the troubleshooting chart on the opposite page.
1. Check a minimum of two spark plug wires to make sure that one of the spark plug wire does not have an open
circuit (Spark Tester ST-125).
2. If a spark occurs when the EST connector is disconnected, the output from the sensing coil is too low for EST
operation.
3. A spark indicates that the fault is in the distributor cap or the rotor.
4. The normal voltage at the C and the + terminals is battery voltage. A low voltage can indicate:
a. An open circuit or a high resistance circuit from the distributor to the ignition coil or
b. An open circuit in the primary winding of the ignition coil.
If the voltage at C is less than battery voltage, and there is 10 volts or more at +, there is an open circuit from C to
the ignition coil or an open circuit in the primary winding of the ignition coil.
5. Use the TEST LIGHT to check for a short circuit in the EST module or in the circuit from the ignition coil to the
EST module. Check for approximately 12 volts between the TACH CONN. and ground.
If the voltage is low (approximately 1 to 6 volts), there can be a fault in the ignition coil. This condition can cause a
failure in the ignition coil from too much heat. If there is an open circuit in the primary winding of the ignition coil, a
low voltage can "leak" through the EST module from the B+ to the TACH CONN. terminal.
6. The EST module normally goes ON when 1.5 to 8 volts is applied to terminal R When the EST module is ON,
the voltage between the TACH CONN. and ground will normally decrease to 7 to 9 volts. This test checks if the
sensing coil or the EST module has a fault. When 1.5 to 8 volts is momentarily applied to terminal P, this voltage
acts as a trigger voltage that replaces the voltage from the sensing coil. The procedure shows a TEST LIGHT,
but any low voltage, low current source can be used as a trigger voltage.
7. When the momentary trigger voltage is removed, a spark is normally generated through the ignition coil. If no
spark occurs, replace the ignition coil. If a spark occurs, check the sensing coil and the rotating timer core.
Chart A-7. Ignition System Troubleshooting

DTC 14
ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT
(HIGH TEMPERATURE INDICATED)
Circuit Description
The Engine Coolant Temperature (ECT) sensor uses a thermistor to control the signal voltage to the ECM. The ECM
applies a reference voltage on circuit GQ to the sensor. When the engine is cold, the sensor (thermistor) resistance
is high. The ECM will then sense a high signal voltage.
As the engine warms up, the sensor resistance decreases and the voltage drops. The ECM "reads' this voltage as a
temperature.
next page.
1. Checks to see if DTC 14 was set as result of current failure or intermittent condition.
• DTC 14 will set if:
Signal voltage indicates a coolant temperature above 135°C (275°F) for 3 seconds.
1. This test causes the conditions for a DTC 15. If the ECM senses the open circuit (high voltage) and displays a
low temperature, the ECM and wiring are correct.
• After the engine is started, the temperature will increase steadily to about 80°C (180°F), then remain there
when the thermostat opens.
• If the engine has been allowed to cool to an ambient temperature (overnight), the coolant reading on the
"SCAN" tool will be that ambient temperature.
• A DTC 1 4will occur if circuit GQ has a short circuit to ground.
• Use chart on to test the accuracy of the sensor.
• If DTC 14 is not constant, see TROUBLESHOOTING - POOR OPERATION.
ECT SENSOR - TEMR vs. RESISTANCE
0C 0F Ohms
100 212 177
70 158 467
40 104 1459
20 68 3520
5 41 7280
-10 14 16,180
-20 -4 28,680
-40 -40 100,700
Chart A-8. DTC 14 - ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT (HIGH TEMPERATURE
INDICATED)
DTC 15
ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT
(LOW TEMPERATURE INDICATED)
Circuit Description
The Engine Coolant Temperature (ECT) sensor uses a thermistor to control the signal voltage to the ECM. The ECM
applies a reference voltage on circuit GQ to the sensor. When the engine is cold, the sensor (thermistor) resistance
is high. The ECM will then sense a high signal voltage.
As the engine warms up, the sensor resistance decreases and the voltage drops. The ECM "reads' this voltage as a
temperature.
A malfunction of the thermostat or the ECT that causes or indicates a low coolant temperature will cause the MSTS
to increase the amount fuel to the engine. This problem will cause an increase in fuel use, a decrease in engine
power, and an increase in the emissions from the exhaust.
next page.
1. Checks that DTC 15 was set by a current failure or a condition that is not constant.
Signal voltage indicates a coolant temperature below -30°C (-22°F) after engine runs for 120 seconds.
2. This test causes the conditions for a DTC 14. If the ECM sees a circuit to ground (low voltage) and displays a
high temperature, the ECM and wiring are correct.
3. This test will determine if there is a wiring problem or a damaged ECM. If circuit GR is open, there can also be a
DTC 33 stored.
• After the engine is started, the temperature will increase to approximately 80°C (180°F), then become stable
when the thermostat opens.
• If the engine has been allowed to cool to an ambient temperature (overnight), the coolant reading on the "SCAN'
tool will be that ambient temperature.
• A DTC 15 occurs if circuit GQ, GR, or HU is open.
• If circuit GR is open, DTC 33 and DTC 15 can both set.
• Use the chart to test the accuracy of the sensor.
• If DTC 15 is not constant, see TROUBLESHOOTING - POOR OPERATION
Chart A-9. DTC 15 - ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT (LOW TEMPERATURE
INDICATED)
DTC 21
THROTTLE POSITION SENSOR CIRCUIT (SIGNAL VOLTAGE HIGH)
Circuit Description
The Throttle Position (TP) Sensor makes a voltage signal that changes with the position of the throttle plate. The
signal voltage will vary from less than 1.25 volts at idle to approximately 4.5 volts at Wide Open Throttle (WOT).
next page.
1. Checks to see if DTC 21 was caused by current failure or a condition that is not constant.

Signal voltage above 3.9 volts,
MAP reading below 65 kPa,
rpm less than 1750,
All these conditions for S seconds,
• OR
TP volts above approximately 4.8 volts at any time.
2. This test causes the conditions for a DTC 22. If the ECM sees the open circuit (low voltage) and displays a low
voltage, the ECM and circuit GU are correct.
3. This test will determine if there is a damaged TP Sensor, damaged ECM or an open circuit HV.
• A "SCAN' tool displays throttle position in volts. Closed throttle voltage will be less than 1.25 volts. TP Sensor
voltage will increase at a steady rate as the throttle is move to Wide Open Throttle (WOT).
• Check that the circuit does not have a short and a voltage higher than 5.0 volts by testing it with a voltmeter to
ground.
• A DTC 21 will occur if circuit HV is open, or circuit GU has a short to voltage or circuit GT.
Chart A-10. DTC 21 - THROTTLE POSITION SENSOR CIRCUIT (SIGNAL VOLTAGE HIGH)
DTC 22
THROTTLE POSITION SENSOR CIRCUIT (SIGNAL VOLTAGE LOW)
Circuit Description
The Throttle Position (TP) Sensor makes a voltage signal that changes with the position of the throttle plate. The
signal voltage will vary from less than 1.25 volts at idle to about 4.5 volts at Wide Open Throttle (WOT).
next page.
1. Checks to see if DTC 22 was caused by a current failure or a condition that is not constant.
Signal voltage below .2 volts (200mV),
Engine is running
2. This test causes the conditions for a DTC 21. If the ECM see the jumper in the circuit (high voltage) and displays
over 4.0 volts, the ECM and circuits GU/GT are correct.
3. This test will determine if there is a damaged TP Sensor, damaged ECM or an open circuit HV.
• A "SCAN" tool displays throttle position in volts. Closed throttle voltage will be less than 1.25 volts. TP
Sensor voltage will increase at a steady rate as throttle is move to Wide Open Throttle (WOT).
• A DTC 22 will occur if circuit GT or GU is open or connected to ground.
• If DTC 22 is not constant, see TROUBLESHOOTING -POOR OPERATION.
Chart A-11. DTC 22- THROTTLE POSITION SENSOR CIRCUIT (SIGNAL VOLTAGE LOW)
DTC 31
ENGINE GOVERNOR CIRCUIT
Circuit Description
The ECM sends a controlled signal pulse to the governor control module (circuit JR) to drive the governor motor.
Depending on the need of the engine for the governor, the module translates the ECM data into the correct value of
D.C. current (circuits JP and JQ) to the motor. This current causes the motor to limit engine speed by loosening the
throttle cable. The system is capable of reducing the throttle back to near idle position.
A DTC 31 will find a damaged ECM, governor module, motor, linkage, or wiring. If DTC 31 is set, the ECM will limit
engine RPM's by momentarily reducing fuel (at a slightly higher RPM's than governor calibration).
next page.
DTC 31 will set if:
• the ECM is commanding near 100% authority,
1. This check is to determine if the governor control module has a voltage supply so that it can operate.
CAUTION
DO NOT hold current to the motor for longer than 30 seconds, as the motor can be damaged.
2. Applying Battery + to the motor will not let the throttle plate open.
3. This test requires complete governor control to determine if the ECM or the governor system has a fault. The
throttle plate must not open during this test.
• A "SCAN' tool displays governor TPS. Watch this value as the engine rpm increases beyond the governor limits.
This test will allow you to see the ECM's contrtol try to limit engine speed.
Chart A-12 DTC 31-ENGINE GOVERNOR CIRCUIT
MAKE SURE THAT THERE IS A DTC BEFORE USING THIS CHART. IF THERE IS NO DTC 31, SEE
TROUBLESHOOTING-POOR OPERATION
DTC 33
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR CIRCUIT (SIGNAL VOLTAGE IGH - LOW VACUUM)
Circuit Description
The Manifold Absolute Pressure (MAP) sensor responds to changes in manifold pressure (vacuum). The ECM
receives this information as a signal voltage that will vary from about 1 to 1.5 volts at closed throttle idle, to 4 to 4.5
volts at wide open throttle (low vacuum). If the MAP sensor fails, the ECM will use a fixed MAP value and use the
Throttle Position (TP) Sensor to control fuel delivery.
next page.
1. This step will determine if DTC 33 is caused by a current failure or a condition that is not constant.
• A DTC 33 will set if:
MAP signal is more than 90 kPa (low manifold vacuum),
TP Sensor less than 5%,
These conditions for a time longer than 10 seconds.
2. This step causes the conditions for a DTC 34. If the ECM sees the change, the ECM and circuits HA and
HY/HW are good.
3. See SYSTEM TEST CHARTS for complete test of MAP sensor.
• With the ignition ON and the engine stopped, the manifold pressure is equal to atmospheric pressure and
the signal voltage will be high. This information is used by the ECM as an indication of vehicle altitude and is
referred to as BARO. Comparison of this BARO reading with a known good vehicle with the same type
sensor is a good way to check accuracy of a sensor. Correct readings will be within .4 volt of each other.
• A DTC 33 occurs if either circuit HW/HY is open, or if circuit GR has a short to voltage or to circuit HA.
• If HW is open, DTC 33 and DTC 15 will set.
Chart A-13. DTC 33 - MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR CIRCUIT (SIGNAL VOLTAGE HIGH -
LOW VACUUM)
DTC 34
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR CIRCUIT (SIGNAL VOLTAGE LOW - HIGH VACUUM)
Circuit Description
The Manifold Absolute Pressure (MAP) sensor responds to changes in manifold pressure (vacuum). The ECM
receives this information as a signal voltage that will change from approximately 1 to 1.5 volts at closed throttle idle,
to 4 to 4.5 volts at wide open throttle (low vacuum). If the MAP sensor fails, the ECM will substitute a fixed MAP
value and use the Throttle Position (TP) Sensor to control fuel delivery.
next page.
1. This step will determine if DTC 34 is the result of a current failure or an intermittent condition.
• A DTC 34 will set if:
MAP signal is less than 14 kPa (high manifold vacuum),
Rpm less than 1200 or TP Sensor more than 15 %.
AND
These conditions for a time longer than .2 seconds.
2. This step causes the conditions for a DTC 34. If the ECM sees the change, the ECM and circuits HA and HY are
good.
3. The "SCAN" tool does not display 12 volts. What is important is that the ECM sees that the voltage is more than
4.0 volts. This would indicate that the ECM and circuit HA are good.
• With the ignition ON and the engine stopped, the manifold pressure is equal to atmospheric pressure and
the signal voltage will be high. This information is used by the ECM as an indication of vehicle altitude and is
referred to as BARO. Comparison of this BARO reading with a known good vehicle with the same type
sensor is a good way to check accuracy of a sensor. Correct readings will be within .4 volt of each other.
• A DTC 34 occurs if either circuit GR or HA is open, or has a short circuit to ground.
• If GR or HA has a short circuit to ground, both DTC 34 and DTC 22 can set.
Chart A-14. DTC 34 - MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR CIRCUIT

(SIGNAL VOLTAGE LOW - HIGH VACUUM)
DTC 42
ELECTRONIC SPARK TIMING (EST)
Circuit Description
A DTC 42 is indicated if there is an open-circuit or a short-circuit in the electronic spark timing signal (EST) or the
by-pass circuit.
When the system is running on the ignition module, there is no voltage on the by-pass wire because the ignition
module sends the electronic spark timing signal (EST) to ground. If the ECM senses a voltage on the EST wire, a
Code 42 will be set and the electronic control system will not go into the EST mode of operation.
When the engine is being started and approximately 400 rpm is sensed, by-pass voltage is applied. The EST will no
longer be grounded in the ignition module and the EST voltage will normally have a variation during operation.
If the by-pass wire is open or grounded, the ignition module will not change to EST mode and a Code 42 will be
indicated.
If the EST wire has a short-circuit to ground, there will not be an EST signal and a Code 42 will be indicated.
next page.
1. A Code 42 is indicated if there is an open-circuit or a short-circuit in the electronic spark timing signal (EST) or
the by-pass circuit. This test checks that the Code 42 is a real fault.
2. This test checks that the ground path through the ignition module is correct. A short-circuit in circuit GW to
ground will also indicate less than 500 Ohms. A test for this fault will be checked later.
3. When the TEST LIGHT voltage touches circuit GZ, the module will correctly cause the ohmmeter to "over-rang"
if the ohmmeter is in the 1000 to 2000 Ohms position.
When the selector switch on the ohmmeter is changed to the 10000 to 20000 Ohms position, the ohmmeter will
correctly indicate more than 5000 Ohms. The important part of this test is to check if the module makes the switch.
4. If the module did not make the switch in step 3., this step makes the following checks:
a. Circuit GW has a short-circuit to ground.
b. By-pass circuit GZ is open.
c. Ignition module has a fault or a bad connection.
5. This test checks that the Code 42 is from a fault in the ECM and not a fault in circuit GW or circuit GZ.

The SCAN TOOL can not check for a Code 42 fault.
If the Code 42 is not constant or not regular and a Code is indicated, see the section TROUBLESHOOTING, POOR
PERFORMANCE". Also see Chart A-9, "Ignition System Troubleshooting".
Chart A-15. DTC 42- ELECTRONIC SPARK TIMING
DTC 51
ECM FAILURE
Circuit Description
The Electronic Control Module (ECM) does an internal check. This check, if it fails, will set a DTC 51. The internal
program calibration causes a DTC 51.
• The "SCAN" tool can not help find a DTC 51 problem.
DTC 51 - ECM FAILURE
Check That All Connections At The ECM Are Correct. Clear The Memory And Check Again For DTC 51. If DTC 51
Appears Again, Replace The ECM.

Guias de Solucion de Problemas GM

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Sheet 6: Troubleshooting Charts

• Never start the engine unless the battery is correctly connected.

TOOLS AND TEST EQUIPMENT

The following tools are necessary for troubleshooting the system:

• Tachometer with inductive trigger signal sensor.

Figure 5-18. Current Flow Test For A Test Light

Chart A-1. NO "MALFUNCTION INDICATOR" LAMP

2. This tests circuits HD, HC, and JM for voltage.

Other Troubleshooting Checks:

If engine runs correctly, check for the following:

• Fault in the light bulb.

If Engine Cranks But Will Not Run:

• ECM Battery + fuse/circuit JY or HD or HC open.

Chart A-1. NO "MALFUNCTION INDICATOR" LAMP

2. This step will check for an open diagnostic circuit HS.

Chart A-2. No "SCAN" Data, No DTC 12, "MALFUNCTION INDICATOR" Lamp ON

Other Troubleshooting Checks:

Chart A-4. FUEL INJECTOR CIRCUIT

3. This test checks for a good circuit to the ECM.

Chart A-4. Fuel Injector Circuit

Chart A-5. FUEL PUMP RELAY CIRCUIT

2. If pump does not run, it can be damaged or worn.

Other Troubleshooting Checks:

Chart A-5. Fuel Pump Relay Circuit

Chart A-6. FUEL SYSTEM TROUBLESHOOTING (1 of 2)

2. If engine does not run use Chart A-3.

Other Troubleshooting Checks:

• Cranks, but will not start.

• Starts, but will not continue to run.

• Rough idle or low idle speed.

• Engine miss, feels like ignition problem.

• High fuel usage, loss of power, poor performance.

Chart A-6. Fuel System Troubleshooting (1 of 2)

Chart A-6. FUEL SYSTEM TROUBLESHOOTING (2 of 2)

6. Check that the shut-off valves are open when finished.

Fuel Pressure Check;

Tools Required: Fuel Pressure Gauge

2. Connect fuel pressure gauge.

3. Energize fuel pump.

5. Disconnect power supply for the fuel pump.

6. Disconnect fuel pressure gauge.

7. Replace the cap for the pressure gauge port.

Chart A-6. FUEL SYSTEM TROUBLESHOOTING (2 of 2)

Chart A-7. IGNITION SYSTEM TROUBLESHOOTING

b. An open circuit in the primary winding of the ignition coil.

Chart A-7. Ignition System Troubleshooting

• DTC 14 will set if:

Other Troubleshooting Checks:

• A DTC 1 4will occur if circuit GQ has a short circuit to ground.

• Use chart on to test the accuracy of the sensor.

• If DTC 14 is not constant, see TROUBLESHOOTING - POOR OPERATION.

ECT SENSOR - TEMR vs. RESISTANCE

• DTC 15 will set if:

Other Troubleshooting Checks:

• A DTC 15 occurs if circuit GQ, GR, or HU is open.

• If circuit GR is open, DTC 33 and DTC 15 can both set.

• Use the chart to test the accuracy of the sensor.

• If DTC 15 is not constant, see TROUBLESHOOTING - POOR OPERATION

• DTC 21 will set if:

MAP reading below 65 kPa,

rpm less than 1750,

All these conditions for S seconds,

TP volts above approximately 4.8 volts at any time.